Merging vehicle control device, merged vehicle control device, and merging vehicle control method

Abstract

The objective of the present disclosure is to allow vehicles to merge smoothly without burdening the driver. A merging vehicle control device (201A) is provided with: a planning unit (230A) for planning merging of a merging vehicle into a target lane; a determining unit (240A) for determining a travel mode that the merging vehicle can adopt in relation to the target lane; and a control unit (250A) for controlling the merging vehicle on the basis of the travel mode. The travel modes include: a first travel mode in which the entire merging vehicle can enter the target lane; a second travel mode in which the entire merging vehicle cannot enter the target lane, and the merging vehicle stops in the direction for entering the target lane; and a third travel mode in which the entire merging vehicle cannot enter the target lane, and the merging vehicle gradually moves out toward the target lane. The determining unit (240A) determines the travel mode on the basis of the position and speed of merged vehicles with which the merging vehicle will merge in the target lane.

Description

Merging vehicle control device, merged vehicle control device, and merging vehicle control method

[0001] The present disclosure relates to vehicle merging.

[0002] In recent years, various technologies for controlling vehicle driving have been proposed, one of which is a technology for controlling a vehicle to merge into a target lane. For example, Patent Document 1 describes a driving control device (hereinafter referred to as driving control device A) that determines whether the vehicle can cut in ahead of another vehicle. If the driving control device A determines that the vehicle cannot cut in, it prompts the driver to indicate their intention to cut in, such as by sticking their hand out the window and waving, and encourages the other vehicle to cut in through the driver. Furthermore, if the driving control device A determines that the vehicle can cut in, it cuts in to the target lane.

[0003] Japanese Patent Application Laid-Open No. 2019-123449

[0004] The cruise control device A has a problem in that it requires the driver to express his / her intention to overcome a situation in which the vehicle cannot cut in, which places a burden on the driver.

[0005] The present disclosure has been made to solve the above-mentioned problems, and aims to provide a technology that enables vehicles to merge smoothly without burdening the driver.

[0006] The merging vehicle control device of the present disclosure includes a planning unit that plans the merging of a merging vehicle into a target lane, a judgment unit that judges the driving mode available to the merging vehicle in relation to the target lane, and a control unit that controls the merging vehicle based on the driving mode, wherein the driving modes include a first driving mode in which the entire merging vehicle can enter the target lane, a second driving mode in which the entire merging vehicle cannot enter the target lane and the merging vehicle stops in the direction of entering the target lane, and a third driving mode in which the entire merging vehicle cannot enter the target lane and the merging vehicle creeps toward the target lane, and the judgment unit judges the driving mode based on the position and speed of a vehicle to be merged that will merge with the merging vehicle in the target lane.

[0007] The merging vehicle control device of the present disclosure can select whether the merging vehicle will enter the target lane, stop, or creep in based on the merging vehicle that is in the target lane. Therefore, the merging vehicle can indicate its intention to merge to the merging vehicle by creeping in depending on the situation, allowing for smooth merging without burdening the driver.

[0008] FIG. 1 is a diagram showing the configuration of a merging vehicle control device and its peripheral devices according to a first embodiment. FIG. 2 is a diagram showing a state in which a merging vehicle enters a road from a parking lot. FIG. 3 is a diagram showing the hardware configuration of a merging vehicle control device and a merged vehicle control device. FIG. 4 is a flowchart showing the operation of the merging vehicle control device. FIG. 5 is a diagram showing a state in which a merging vehicle is about to change lanes to the right lane. FIG. 6 is a diagram showing the configuration of a vehicle including a vehicle control unit. FIG. 7 is a transition diagram of driving modes. FIG. 8 is a diagram showing the configuration of a merged vehicle control device.

[0009] <First Embodiment> Fig. 1 is a block diagram showing the configuration of a merging vehicle control device 201A and its peripheral devices according to the first embodiment. The merging vehicle control device 201A is included in a vehicle control unit 200A. The merging vehicle control device 201A is a device that controls the merging of a vehicle into a target lane. In this embodiment, a vehicle that is the object of control of the merging vehicle control device 201A is referred to as a "merging vehicle." Furthermore, a vehicle that will be positioned one vehicle behind the merging vehicle on the target lane as a result of the merging vehicle entering the target lane is referred to as a "merged vehicle."

[0010] The vehicle control unit 200A is a unit that controls merging vehicles, and is mounted in, for example, an advanced driver assistance system electronic control unit (ADAS-ECU).

[0011] The vehicle control unit 200A is connected to a target information acquisition unit 110A, a road information acquisition unit 120A, and a vehicle information acquisition unit 130A as external input devices.

[0012] The target information acquisition unit 110A is an acquisition unit that acquires target information, which is information including the position of an obstacle. The target information acquisition unit 110A may be, for example, a forward camera, a LiDAR (Light Detection and Ranging), a radar, a sonar, an inter-vehicle communication device, or an infra-vehicle communication device. The target may include a vehicle other than a merging vehicle, and may further include a motorcycle or a pedestrian.

[0013] The road information acquisition unit 120A is an acquisition unit that acquires road information that includes the boundary of the road on which the merging vehicle is traveling. The road information acquisition unit 120A may be, for example, a forward camera, a combination of LiDAR and a map data processing device, or a combination of a Global Navigation Satellite System (GNSS) and a map data processing device. The boundary may be, for example, a dividing line, a curb, a gutter, or a guardrail.

[0014] The vehicle information acquisition unit 130A is an acquisition unit that acquires vehicle information of a merging vehicle. The vehicle information acquisition unit 130A may be, for example, a steering angle sensor, a steering torque sensor, a yaw rate sensor, a speed sensor, or an acceleration sensor. The vehicle information refers to the current vehicle state quantity of the merging vehicle and is acquired using, for example, at least one of these sensors.

[0015] The vehicle control unit 200A includes, as internal components, a vehicle state quantity estimating section 210A and a target movement predicting section 220A, both of which are connected to the merging vehicle control device 201A.

[0016] The vehicle state quantity estimating unit 210A estimates the current vehicle state quantity of the merging vehicle that is not acquired by the vehicle information acquiring unit 130A, based on the vehicle information. Note that the vehicle state quantity estimating unit 210A may estimate a part of the vehicle information acquired by the vehicle information acquiring unit 130A.

[0017] The target movement prediction unit 220A predicts the movement of the target based on target information, which is information including the position of the target from the target information acquisition unit 110A, and road information, which is information including the boundaries between the road on which the merging vehicle is traveling and the adjacent roads from the road information acquisition unit 120.

[0018] The vehicle control unit 200A is connected to an actuator control unit 310A as an external output device. The actuator control unit 310A is a control unit that controls the actuators based on target values ​​from the merging vehicle control device 201A, and may be, for example, an EPS-ECU (Electric Power Steering - Electric Control Unit), a powertrain ECU, a brake ECU, or an electric vehicle ECU. In this embodiment, the vehicle control unit 200A performs steering control and vehicle speed control, and the actuator control unit 310A is composed of an EPS-ECU, a powertrain ECU, and a brake ECU, but is not limited to this.

[0019] Next, a description will be given of the configuration of the merging vehicle control device 201 A. The merging vehicle control device 201 A includes a planning unit 230A, a determination unit 240A, and a control unit 250A.

[0020] The planning unit 230A plans merging of the merging vehicle into a target lane and determines a route for merging into the target lane based on the destination of the merging vehicle, a navigation route (LLR: Lane Level Route), or turn signal information. For example, merging into the target lane is planned in the following cases:

[0021] If the merging vehicle is in a parking lot, it needs to enter a road near the parking lot's exit to move from the parking lot to its destination. In such a case, the planning unit 230A determines the lane on the road near the parking lot's exit as the target lane and plans a merge into the target lane. Here, the route the merging vehicle takes from the parking lot to merge into the target lane does not run parallel to the target lane. This type of merge is called a right-angle merge.

[0022] Assume that the merging vehicle is on a side road and needs to merge from the side road onto a main road to reach its destination. In this case, the planning unit 230A determines the lane of the main road as the target lane and plans to merge into the target lane (the lane of the main road). The merging vehicle merges from the side road into the target lane (the lane of the main road) by turning right or left. There is no section running parallel to the target lane on the route from the parking lot to the merging vehicle's merging into the target lane. In other words, this merge is a right-angle merge.

[0023] When the planning unit 230A determines from the navigation route that the merging vehicle will need to enter a roundabout in the future, it plans to merge into the roundabout. Here, the target lane is a lane within the roundabout. In this case, there is no section in which the merging vehicle runs parallel to the target lane on the route until it merges into the target lane of the roundabout. In other words, this merge is a right-angle merge.

[0024] Assume that a merging vehicle is traveling in the left-turn lane. When the planning unit 230A determines from the navigation route that the merging vehicle should go straight at the upcoming intersection, it plans a lane change from the left-turn lane to the straight lane. That is, the planning unit 230A sets the straight lane as the target lane and plans merging into the target lane. Here, the lane on which the merging vehicle is traveling before merging is referred to as the original lane. The left-turn lane, which is the original lane, runs parallel to the straight lane, which is the target lane. That is, the merging vehicle travels in a parallel section with the straight lane (left-turn lane) until it enters the straight lane, and then merges into the straight lane by moving the merging vehicle in the lane width direction of the left-turn lane. Merging in this manner is referred to as a side-by-side merging. The lane width direction of the left-turn lane, in other words, is the vehicle width direction (lateral direction) of the merging vehicle. Therefore, the direction of entry into the target lane in a side-by-side merging is lateral.

[0025] When a merging vehicle merges onto the main lane of an expressway, the planning unit 230A plans the merging onto the main lane. In this case, there is a section where the merging vehicle runs parallel to the main lane until it merges onto the main lane of the expressway. In other words, this merging is a parallel merging, and the entry direction is lateral.

[0026] When a merging vehicle is about to exit the expressway, the planning unit 230A plans a merge into a merging lane. Here, the target lane is the merging lane. The merging vehicle travels in a section running parallel to the merging lane until it enters the merging lane. In other words, this merge is a parallel merging.

[0027] For example, if the driver of a merging vehicle operates a turn signal while maintaining the lane, the planning unit 230A sets the lane in the direction of the turn signal as the target lane and plans entry into that lane, i.e., a lane change. Until the merging vehicle moves into the lane to which it is changing lanes, the merging vehicle runs in a section running parallel to the lane to which it is changing lanes. In other words, this merging is a parallel running merging.

[0028] The determination unit 240A determines the driving mode of the merging vehicle regarding entry into the target lane. The driving mode of the merging vehicle regarding entry into the target lane is a mode that determines how the merging vehicle will travel until it completely enters the target lane. The driving modes include a first driving mode, a second driving mode, and a third driving mode.

[0029] The first driving mode is also called a Go mode, and is a mode in which all merging vehicles can enter the target lane.

[0030] The second driving mode, also called a Wait mode, is a mode in which the entire merging vehicle is stopped in the direction of entry. Stopping in the direction of entry means that the speed of the merging vehicle in the approach direction to the target lane is set to zero, and does not necessarily mean that the speed of the merging vehicle is set to zero. For example, if a lane change to an adjacent lane running parallel to the current lane is planned, even if the merging vehicle is traveling along the current lane, if it is not moving in the lane width direction, it is equivalent to being stopped in the direction of entry. In Wait mode, the merging vehicle cannot enter the target lane in its entirety.

[0031] The third driving mode, also known as Inch mode, is a mode in which a merging vehicle creeps or heads into the target lane. Squeezing out refers to the act of slightly approaching the target lane. In the case of a lane change to an adjacent lane running parallel to the current lane, creeping out refers to a slight movement in the width direction of the current lane. In the case of a right-angle merge, creeping out refers to a slight movement in the width direction of the target lane. Heading out refers to the act of repeatedly approaching the target lane by creeping out, ultimately causing part of the merging vehicle to enter the target lane. In other words, heading out refers to a special case in which only part of the merging vehicle enters the target lane. In Inch mode, the merging vehicle cannot enter the target lane entirely.

[0032] The determination unit 240A determines the driving mode of the merging vehicle based on the position and speed of a merged vehicle that merges with the merging vehicle in the target lane. The merged vehicle is identified, for example, as the vehicle on the target lane that is closest to the merging vehicle. For example, the determination unit 240A can determine that the driving mode of the merging vehicle is the Inch mode when the distance between the merged vehicle and the merging vehicle is equal to or less than a predetermined distance threshold and the speed of the merging vehicle is equal to or less than a predetermined speed threshold.

[0033] The position and speed of the to-be-merged vehicle used to determine the driving mode may be the future position and speed of the to-be-merged vehicle predicted by the target movement prediction unit 220A, or the current position and speed of the to-be-merged vehicle acquired by the vehicle information acquisition unit 130A. For example, the target movement prediction unit 220A estimates the future position and speed of the to-be-merged vehicle if the to-be-merged vehicle brakes, based on the current position and speed of the to-be-merged vehicle. Then, if the determination unit 240A determines, based on the estimated future position and speed, that there is a risk if the merging vehicle creeps out, it determines that the driving mode of the merging vehicle is the second driving mode, not the third driving mode.

[0034] When determining the driving mode of the merging vehicle, the determination unit 240A may refer not only to the position and speed of the vehicle to be merged but also to the position and speed of the vehicle one vehicle behind the vehicle to be merged in the target lane. In this case, if the position of the vehicle to be merged and the vehicle one vehicle behind it are far apart or the speed of the vehicle one vehicle behind the vehicle to be merged is slow, the determination unit 240A can determine that the driving mode of the merging vehicle is the second driving mode (Wait mode) rather than the third driving mode (Inch mode). This allows the merging vehicle to wait and then enter in front of the vehicle one vehicle behind it rather than forcibly pushing its way in front of the vehicle to be merged, thereby improving safety.

[0035] In addition to the above three driving modes, the driving mode of the merging vehicle determined by the determination unit 240A may also include a fourth driving mode (Undecided mode) in which it is not yet determined whether the entire merging vehicle will enter the target lane. For example, when the merging vehicle is leaving a parking lot, the determination unit 240A may determine that the merging vehicle is in the fourth driving mode (Undecided mode) until it reaches the boundary with the sidewalk or the stop line. This allows the merging vehicle to travel without crossing the boundary with the sidewalk or the stop line, thereby reducing the required travel time.

[0036] In addition to the above, the determination unit 240A may determine the driving mode of the merging vehicle based on the elapsed time from a predetermined timing after the start of the entry plan. Here, the predetermined timing after the start of the entry plan is assumed to be, for example, the timing when the second driving mode (Wait mode) was last entered. The longer the second driving mode continues, the more difficult it becomes for the occupants of the merging vehicle to merge, which makes them feel uncomfortable. Therefore, the determination unit 240A may be more likely to select the third driving mode rather than the second driving mode.

[0037] The approach direction of a merging vehicle into a target lane is defined as the direction of movement of the merging vehicle as it approaches the target lane, and is actually determined by whether or not there is a parallel section leading to the target lane. When there is no parallel section, such as in a right-angle merge or a right-left turn, the merging vehicle approaches the target lane by moving in its longitudinal direction, i.e., vertically, so the approach direction is vertical. In other words, the approach direction is the same as the direction of travel of the merging vehicle.

[0038] When there is a parallel running section, such as when changing lanes, the merging vehicle approaches the target lane by moving in the lane width direction of the driving lane before merging, i.e., in the vehicle width direction of the merging vehicle, i.e., horizontally, so the entry direction is horizontal.

[0039] In addition, if it is mandatory to turn on the turn signal when entering the target lane, the planning unit 230A may determine the direction of entry based on the direction of the turn signal, or may determine the direction of entry based on whether or not there is an obligation to stop before merging into the target lane.

[0040] The determination unit 240A may determine the driving mode or the amount of creep in the third driving mode (inch mode) based on the distance from the merging vehicle to the boundary of the target lane. This allows the merging vehicle to creep in more when it is far from the boundary of the target lane and to creep in less when it is close to the boundary, thereby shortening the required time and improving safety at the same time.

[0041] Furthermore, the determination unit 240A may determine the driving mode or the amount of overshoot in the third driving mode (inch mode) depending on the size of the blind spot from the merging vehicle to the target lane. This allows the merging vehicle to, for example, drive in the first driving mode (Go mode) if there is no blind spot from the target lane, and drive in the third driving mode (inch mode) if the blind spot from the target lane is large, thereby achieving both a reduction in the required time and an improvement in safety.

[0042] The determination unit 240A may also determine the driving mode based on at least one of the quantity, position, and speed of traffic participants other than vehicles on the target lane. Traffic participants other than vehicles include pedestrians, motorcycles, etc. This allows the merging vehicle to merge safely while taking into account traffic participants other than vehicles.

[0043] In each driving mode, the determination unit 240A determines a reference speed for the entry direction and outputs it to the control unit 250A. That is, the determination unit 240A determines a reference speed for the longitudinal direction when the entry direction is longitudinal, and a reference speed for the lateral direction when the entry direction is lateral. Alternatively, the determination unit 240A may determine a reference position for the entry direction instead of the reference speed for the entry direction and output it to the control unit 250A. Furthermore, the determination unit 240A may set upper and lower limit values ​​for the acceleration or jerk of the merging vehicle and output it to the control unit 250A.

[0044] The control unit 250A controls the merging vehicle based on the driving mode determined by the determination unit 240A. When the determination unit 240A outputs a reference speed for the entry direction of the merging vehicle to the control unit 250A, the control unit 250A controls the merging vehicle to follow the reference speed. When the entry direction is lateral, the control unit 250A controls the merging vehicle in the lateral direction according to the reference speed acquired from the control unit 250A, but must perform separate control in the longitudinal direction. The longitudinal control may be speed control using cruise control or control to follow the preceding vehicle using adaptive cruise control.

[0045] In the Go mode, the control unit 250A controls the merging vehicle so that the entire merging vehicle enters the target lane. For example, the control unit 250A uses a reference route that smoothly connects the position (e.g., center of gravity position) of the merging vehicle and the target lane using a polynomial or the like, and controls the merging vehicle so that the merging vehicle enters the target lane along the reference route. The control unit 250A may also create the reference route by connecting the lane in which the merging vehicle is traveling before merging with the target lane. The control unit 250A may also set a target position of the merging vehicle and a target orientation of the merging vehicle at the target position on the target lane, and generate a reference route for reaching the target position using a known route generation method such as Rapid Exploring Random Tree (RRT). As a method for making a merging vehicle follow a reference route or a reference speed, a known control method such as Model Predictive Control (MPC) is used.

[0046] Because the determination unit 240A determines the driving mode taking into account dynamic targets, including other vehicles, the control unit 250A does not necessarily need to consider dynamic targets when generating the reference path. However, if the merging vehicle has low responsiveness or tracking ability to the control of the control unit 250A, a discrepancy may occur between the behavior of the merging vehicle assumed by the determination unit 240A and the actual behavior of the merging vehicle. Therefore, it is desirable for the control unit 250A to consider dynamic targets either when generating the reference path or when controlling the merging vehicle to follow the reference path.

[0047] As a method for taking dynamic targets into consideration, a restriction may be set in MPC to prevent merging vehicles from entering the vicinity of the dynamic target.

[0048] When the control unit 250A takes into account a dynamic target in either generating a reference path or controlling a merging vehicle to follow the reference path, the merging vehicle may have to wait to avoid the dynamic target even in Go mode. In such a case, the control unit 250A may transmit a wait flag to the determination unit 240A, and the determination unit 240A, upon receiving the wait flag, may transition the driving mode from Go mode to Wait mode.

[0049] In the Wait mode, the control unit 250A controls the merging vehicle to stop in the direction of entry into the target lane. If the control unit 250A has generated a reference route, the control unit 250A stops the merging vehicle along the reference route.

[0050] In the Inch mode, the control unit 250A controls the merging vehicle to creep out or cue in the direction of entry into the target lane. If the control unit 250A has generated a reference route, it causes the merging vehicle to creep out or cue along the reference route. If the determination unit 240A has determined a reference speed for the entry direction, the amount of creep is implicitly determined by the dwell time in the Inch mode. If cueing is not performed, the control unit 250A may set a constraint on the position of the merging vehicle to prevent the merging vehicle from entering the target lane.

[0051] In the Undecided mode, the control unit 250A moves the merging vehicle until the driving mode is switched to another driving mode. If there is a sidewalk or a stop line between the merging vehicle and the target lane, the control unit 250A may set a restriction on the position of the merging vehicle so that the merging vehicle does not cross the boundary with the sidewalk or the stop line.

[0052] With the above configuration, the merging vehicle control device 201A can realize fully automated driving in which the merging vehicle can cut in as if it were being driven by a person, by creeping out or leading out to negotiate with the other vehicle even when there is another vehicle in the target lane.

[0053] 2 is a diagram showing the configuration of a vehicle 1 related to a merging vehicle control device 201A. The vehicle 1 is a merging vehicle. The vehicle 1 includes a steering wheel 2, a steering shaft 3, a steering unit 4, an EPS motor 5, a powertrain unit 6, a brake unit 7, a forward camera 111, a radar sensor 112, a GNSS 121, a navigation device 122, a steering angle sensor 131, a steering torque sensor 132, a yaw rate sensor 133, a speed sensor 134, an acceleration sensor 135, a vehicle control unit 200, an EPS controller 311, a powertrain controller 312, and a brake controller 313. The EPS controller 311, the powertrain controller 312, and the brake controller 313 correspond to the actuator control unit 310A described above.

[0054] The steering wheel 2, which is installed so that the driver can operate the merging vehicle 1, is connected to a steering shaft 3. A steering unit 4 is connected to the steering shaft 3. The steering unit 4 rotatably supports the front wheels as steered wheels and is steerably supported on the vehicle frame. Therefore, torque generated by the driver's operation of the steering wheel 2 rotates the steering shaft 3, and the steering unit 4 steers the front wheels left and right. This allows the driver to control the amount of lateral movement of the vehicle when moving forward or backward. The steering shaft 3 can also be rotated by an EPS motor 5, and by controlling the current flowing through the EPS motor 5 with an EPS controller 311, the front wheels can be steered freely independent of the driver's operation of the steering wheel 2.

[0055] For example, as shown in FIG. 3, the vehicle control unit 200A includes a processor 82 such as a CPU (Central Processing Unit), a memory 83, an input / output device 84 for inputting and outputting external signals to the processor 82, and the like.

[0056] The processor 82 may be an application specific integrated circuit (ASIC), an integrated circuit (IC), a digital signal processor (DSP), a field programmable gate array (FPGA), a graphics processing unit (GPU), an artificial intelligence (AI) chip, various logic circuits, various signal processing circuits, etc. Furthermore, a plurality of processors 82, either of the same type or different types, may be provided, and each process may be shared among them. The memory 83 may be any of various storage devices such as a RAM (Random Access Memory), a ROM (Read Only Memory), a flash memory, an EEPROM (Electrically Erasable Programmable Read Only Memory), a hard disk, or a DVD device.

[0057] The input / output device 84 includes a communication device, an A / D converter, an input / output port, a drive circuit, etc. The input / output device 84 is connected to a forward camera 111, a radar sensor 112, a GNSS 121, a navigation device 122, a steering angle sensor 131 that detects a steering angle, a steering torque sensor 132 that detects a steering torque, a yaw rate sensor 133 that detects a yaw rate, a speed sensor 134 that detects the speed of a merging vehicle, an acceleration sensor 135 that detects the acceleration of the merging vehicle, an EPS controller 311, a powertrain controller 312, and a brake controller 313.

[0058] The vehicle control unit 200A processes information input from the connected sensors according to a program stored in ROM, transmits a target steering angle to the EPS controller 311, and transmits a target acceleration to the powertrain controller 312 and the brake controller 313.

[0059] The front camera 111 is installed in a position where it can detect the lane markings ahead of the vehicle as an image, and detects the environment ahead of the merging vehicle, such as lane information and the location of obstacles, based on the image information. Note that, although the present embodiment has exemplified only a camera that detects the environment ahead, cameras that detect the environment behind and to the sides may also be installed.

[0060] The radar sensor 112 emits radar and detects the reflected waves, thereby outputting the relative distance and relative speed between the merging vehicle 1 and an obstacle. This radar sensor can be of any known type, such as millimeter-wave radar, LiDAR, laser range finder, or ultrasonic radar.

[0061] The GNSS sensor 121 receives radio waves from positioning satellites with an antenna, performs positioning calculations, and outputs the absolute position and absolute direction of the merging vehicle.

[0062] The navigation device 122 has the function of calculating the optimal driving route for the destination set by the driver and records road information on the driving route. The road information is map node data that represents the road alignment, and each map node data incorporates information such as the absolute position (latitude, longitude, altitude), lane width, cant angle, and inclination angle at each node.

[0063] The EPS controller 311 controls the EPS motor 5 based on the target steering angle transmitted from the vehicle control unit 200 .

[0064] Powertrain controller 312 controls powertrain unit 6 so as to achieve the target acceleration transmitted from vehicle control unit 200. Note that, although the present embodiment has been described with reference to a vehicle using only an engine as a driving force source, the present invention may also be applied to a vehicle using only an electric motor as a driving force source, or a vehicle using both an engine and an electric motor as driving force sources.

[0065] The brake controller 313 controls the brake unit 7 so as to achieve the target acceleration transmitted from the vehicle control unit 200 .

[0066] The lights 8 are lights that are typically installed in automobiles, such as turn signals. The turn signals are turned on in response to a driver's turn signal operation.

[0067] 4 is a flowchart showing the operation of the merging vehicle control device 201 A. The operation of the merging vehicle control device 201 A will be described below with reference to the flow of FIG.

[0068] First, in step S101, the planning unit 230A plans the merging of the merging vehicle into the target lane. Next, in step S102, the determination unit 240A acquires the state of the merging vehicle on the target lane from the target movement prediction unit 220A or the target information acquisition unit 110A. The state of the merging vehicle includes the position of the merging vehicle and may further include the speed or acceleration.

[0069] Then, in step S103, the determination unit 240A determines the driving mode of the merging vehicle. At this time, the determination unit 240A takes into consideration at least the state of the merging vehicle acquired in step S102. Next, in step S104, the control unit 250A controls the merging vehicle in accordance with the driving mode determined in step S103.

[0070] 5 shows a situation in which a merging vehicle EV is about to leave a parking lot P. In order for the merging vehicle EV to move from the parking lot P to its destination, it needs to enter a road near the exit of the parking lot P. The road near the exit consists of lanes L2 and L3, and a sidewalk L1 exists between the parking lot P and this road. Lane L3 is the oncoming lane of lane L2. The planning unit 230A determines, for example, lane L2, which is the lane on the parking lot P side of the road near the exit, as the target lane, and plans to merge into the target lane (lane L2).

[0071] When the determination unit 240A determines that the driving mode of the merging vehicle EV is the Go mode or the Inch mode, the control unit 250A generates a reference route χ for the merging vehicle EV to merge from the parking lot P into the target lane (lane L2) and controls the merging vehicle EV to travel along the reference route χ. In FIG. 5 , the reference route χ does not include a section running parallel to the target lane (lane L2). Therefore, the merging shown in FIG. 5 is a right-angle merging, and the direction of entry into the target lane during this merging is longitudinal.

[0072] The creeping out of the merging vehicle EV in Fig. 5 means that the merging vehicle EV moves slightly vertically and approaches lane L2 slightly from the parking lot P. Also, the leading out of the merging vehicle EV in Fig. 5 means that part of the merging vehicle EV enters lane L2.

[0073] In Figure 5, vehicles RV0, RV1, and RV2 exist on lane L2. Assuming that a merging vehicle EV has just entered lane L2, vehicle RV0 is a vehicle preceding the merging vehicle EV. Under the same assumption, vehicle RV1 is a vehicle to be merged, traveling one vehicle behind the merging vehicle EV, and vehicle RV2 is a vehicle traveling two vehicles behind the merging vehicle EV. Vehicle RV2 is a vehicle following the merging vehicle.

[0074] The determination unit 240A determines the driving mode of the merging vehicle EV based on at least the position and speed of the vehicle RV1, which is the merging vehicle. The determination unit 240A may determine the driving mode of the merging vehicle EV by taking into account the time elapsed since the planning unit 230A planned the merging vehicle EV to merge into the target lane. The longer the elapsed time, the more uncomfortable the occupants of the merging vehicle EV feel about not being able to merge. Therefore, the determination unit 240A may more easily transition the driving mode of the merging vehicle EV from the second driving mode (Wait mode) to the third driving mode (Inch mode) the longer the elapsed time since the merging was planned. As a result, the merging vehicle EV can more actively creep out and more easily enter the target lane the longer the elapsed time in the second driving mode (Wait mode). In the above determination, the "elapsed time since the merging was planned" may be the "elapsed time since the second driving mode was last entered." Furthermore, the "time elapsed since planning to merge" may be "time elapsed since the second driving mode was first entered after planning to merge."

[0075] The determination unit 240A may determine the driving mode of the merging vehicle EV by taking into consideration not only the position and speed of the merging vehicle (vehicle RV1) but also the position and speed of the following vehicle (vehicle RV2). For example, if the distance between vehicles RV1 and RV2 is very large and the speed of vehicle RV2 is slow, the merging vehicle EV can safely merge by entering between vehicles RV1 and RV2. Therefore, in such a case, even if the third driving mode, in which the merging vehicle EV creeps out in front of vehicle RV1, is feasible based on the position and speed of vehicle RV1, the determination unit 240A may select the Wait mode and switch to the Inch mode after vehicle RV1 has passed, thereby improving the safety of the merging.

[0076] The dynamic objects that the determination unit 240A takes into consideration when determining the driving mode are not limited to the above-mentioned merging vehicle or the vehicle following the merging vehicle. The determination unit 240A may also take into consideration the positions and speeds of other dynamic objects, such as pedestrians or motorcycles, when determining the driving mode.

[0077] The control unit 250A generates a reference path for the merging vehicle EV to merge into the target lane. In Fig. 5, the reference path χ smoothly connects the center of gravity of the merging vehicle EV and the center of lane L2, which is the target lane, so that the orientation is continuous. The control unit 250A may generate the reference path χ taking into account the minimum turning radius so that the merging vehicle EV does not protrude into lane L3, which is the oncoming lane.

[0078] While the merging vehicle EV is creeping out, it is preferable that the orientation of the merging vehicle EV is as close to perpendicular to the target lane, lane L2, so as not to block the entrance and exit of the parking lot P. From this perspective, it is desirable that the reference path χ be a path that enters L2 with a radius of curvature that is close to the minimum turning radius of the merging vehicle EV, so that the merging vehicle EV can maintain its orientation as perpendicular to lane L2 as possible. On the other hand, the larger the radius of curvature of the reference path χ, the smaller the lateral acceleration generated in the merging vehicle EV and the more comfortable the ride. Therefore, the control unit 250A may generate a reference path χ that enters L2 with a radius of curvature that is close to the minimum turning radius during the Inch mode, and regenerate the reference path χ so that the radius of curvature is larger when transitioning to the Go mode.

[0079] 5, the entry direction into lane L2 is the longitudinal direction. Therefore, the control unit 250A controls the longitudinal speed of the merging vehicle EV so as to realize the reference speed for the entry direction acquired from the determination unit 240A.

[0080] The determination unit 240A may determine that the driving mode of the merging vehicle EV is the Undecided mode until the merging vehicle EV approaches the boundary between the parking lot P and the sidewalk L1. This can shorten the time it takes for the merging vehicle EV to complete merging.

[0081] 6 shows a situation in which the merging vehicle EV is about to change lanes. The lane L11 in which the merging vehicle EV is currently traveling is a left-turn lane. The planning unit 230A acquires a navigation route from the navigation device 122 and recognizes that the merging vehicle EV needs to go straight through the intersection Q ahead. The planning unit 230A then plans to merge into lane L12, which is a straight-through lane.

[0082] The merging vehicle EV travels in the current lane L11 until it enters the target lane L12, but the lane L11 runs parallel to the lane L12. The merging vehicle EV enters the lane L12 by moving in the width direction of the lane L11 while traveling in the lane L11 that runs parallel to the target lane L12. That is, the entry direction in FIG. 6 is the lateral direction.

[0083] 6 means that the merging vehicle EV moves slightly laterally from the lane L11 to the target lane L12. Also, the appearance of the head in FIG. 6 means that the merging vehicle EV partially enters the target lane L12.

[0084] In Figure 6, vehicles RV0, RV1, and RV2 exist on lane L12. Assuming that a merging vehicle EV has just entered lane L12, vehicle RV0 is a vehicle preceding the merging vehicle EV. Under the same assumption, vehicle RV1 is a vehicle to be merged that is traveling one vehicle behind the merging vehicle EV, and vehicle RV2 is a vehicle traveling two vehicles behind the merging vehicle EV. Vehicle RV2 is a vehicle following the merging vehicle. In the example of Figure 6, the determination unit 240A determines the driving mode of the merging vehicle EV based on at least the position and speed of vehicle RV1, which is the merging vehicle.

[0085] The determination unit 240A may also determine the driving mode taking into account the position and speed of other dynamic objects, such as the preceding vehicle RV0 in the original lane (lane L11). For example, if the preceding vehicle RV0 is decelerating, the merging vehicle must also decelerate at least when determining the driving mode. If the merging vehicle creeps into the target lane in this state, it will significantly decelerate the merging vehicle. In this case, the determination unit 240A may determine the driving mode to be the Wait mode instead of the Inch mode. The same applies when the preceding vehicle and the merging vehicle are close to each other.

[0086] 6, the direction of entry into lane L12 is the lateral direction. Therefore, the control unit 250A controls the lateral speed of the merging vehicle EV so as to achieve the reference speed for the entry direction obtained from the determination unit 240A. Furthermore, the control unit 250A may control the longitudinal speed of the merging vehicle EV using cruise control or adaptive cruise control to follow the preceding vehicle PV.

[0087] 7 shows an example of a state transition diagram for determining the driving mode in the determination unit 240A. In FIG. 7, X is a driving mode, and X∈{X Ｕ , X Ｗ , X Ｉ , X Ｇ}. X Ｕ , X Ｗ , X Ｉ , X Ｇ are the Undecided mode, the Wait mode, the Inch mode, and the Go mode, respectively.

[0088] The determination unit 240A sets the initial setting of the driving mode to Undecided mode X. Ｕ However, Undecided mode X Ｕ In that case, the initial setting of the driving mode is Wait Mode X. Ｗ This becomes:

[0089] The basic flow of transition of driving modes will be explained using the scene shown in Figure 5 as an example. First, the merging vehicle EV is in Undecided mode X until it approaches the boundary between the parking lot P and the sidewalk L1.Ｕ When the merging vehicle EV approaches the boundary, if the determination unit 240A determines that the entire merging vehicle EV can enter the target lane, the Go mode X Ｇ If not, the system transitions to Wait mode X. Ｗ Transition to.

[0090] Wait Mode X ｗ After that, the merging vehicle EV will check the status of other vehicles or enter Wait Mode X. ｗ Based on the time elapsed since the transition to Inch mode X Ｉ and Wait Mode X Ｗ If the other vehicle shows a yielding behavior such as stopping in front of the merging vehicle EV, and the determination unit 240A determines that the entire merging vehicle EV can enter the target lane, the driving mode is changed to Inch mode X. Ｉ Or Wait Mode X Ｗ From Go Mode X Ｇ Transition to.

[0091] In FIG. 7, the transition destination of the running mode is expressed so as to realize the above flow. Therefore, the transition direction is basically only one direction, but in order to perform a spurt or a cue, the Wait mode X Ｗ and Inch Mode X Ｉ This allows for bidirectional transitions between the two. Even if there is another vehicle in the target lane, the merging vehicle EV can indicate its intention to enter the lane by creeping out or leading out without coming to a complete stop, allowing for a smooth merge.

[0092] As described in the explanation of the control unit 250A, there is a possibility that waiting is required to avoid a moving target even in the Go mode. Ｗ and Go Mode X Ｇ However, the transition destination is not limited to the above and may be set arbitrarily.

[0093] The state transition shown in FIG. 7 occurs when the guard condition G becomes true. For example, if the guard condition G ｗ，ｉ Wait mode X Ｗ From Inch Mode X Ｉis a guard condition for transitioning to ｉ，ｗ Inch mode X Ｉ From Wait Mode X Ｗ For example, the determination unit 240A determines the probability P(X(t)=s), s∈{X Ｕ , X Ｗ , X Ｉ , X Ｇ}, and the guard condition G may be determined to be true if the probability P(X(t)=s) is greater than or equal to a threshold Θ.

[0094] For example, logistic regression is used to estimate the driving mode. In logistic regression, the driving mode is estimated using a softmax function. For example, the undecided mode X Ｕ , the probability P(X(t)=s) of each driving mode is expressed by the following equation:

[0095]

[0096] Here, η and φ are a coefficient vector and an explanatory variable vector, respectively. τ is the time of the explanatory variable vector, and τ≦t. Generally, it takes several hundred milliseconds for a person to recognize something and then perform an operation based on that recognition, so τ may be set taking that time into consideration.

[0097] For example, Undecided Mode X Ｕ If there is no probability P(X(t)=s), the probability that each driving mode can take is expressed by the following formula.

[0098]

[0099] The explanatory variable vector φ includes, for example, the position and speed of the merging vehicle. The explanatory variable vector φ may also include the time elapsed since the merging was planned, the position and speed of the vehicle following the merging vehicle, the distance from the merging vehicle to the boundary of the target lane, the size of the blind spot in the road direction of the target lane, the number of other traffic participants on the target lane, etc.

[0100] The determination unit 240A may normalize or standardize the explanatory variable vector φ in advance. Normalization is performed, for example, so that the minimum value is 0 and the maximum value is 1. Standardization is performed so that the average is 0 and the standard deviation is 1. Normalization or standardization may be common to all data used to learn η, or may be individual for each scene or subject.

[0101] The coefficient vector η is determined by prior learning, etc. In addition, additional learning of the coefficient vector η may be performed online.

[0102] The determination unit 240A may estimate the driving mode using a neural network or the like in addition to logistic regression. The threshold value Θ may be set for each guard condition. Inch mode X Ｉ and Wait Mode X Ｗ Between, or Go Mode X Ｇ and Wait Mode X Ｗ The threshold value Θ may be set to a large value so that the determination result does not switch frequently between these driving modes, that is, so that chattering of the driving mode does not occur.

[0103] If the guard condition is clear, the guard condition may be set on a rule basis. For example, if there is a sidewalk or a stop line between the merging vehicle and the target lane, and the distance or the required time from the merging vehicle to the sidewalk or the stop line is equal to or less than a predetermined threshold, the guard condition G is set. ｕ，ｗ may be true.

[0104] For example, when the control unit 250A controls a merging vehicle taking into consideration a dynamic target, even if the determination unit 240A determines that the traveling mode of the merging vehicle is the Go mode, the control unit 250A may need to wait to avoid the dynamic target. In this case, the control unit 250A sends a wait flag to the determination unit 240A. Then, when the determination unit 240A receives the wait flag, the guard condition G ｇ，ｗ may be true.

[0105] The determination unit 240A may estimate the driving mode by combining classification and a rule base.

[0106] The determination unit 240A determines the driving mode of the merging vehicle and outputs the reference speed of the merging vehicle in the approach direction relative to the target lane for each driving mode to the control unit 250A. The reference speed in the approach direction in the Undecided mode or Inch mode is determined taking into consideration safety and ride comfort. The reference speed in the Inch mode may be, for example, a speed that occurs due to creep in automatic transmission vehicles. The reference speed in the approach direction in the Wait mode is 0.

[0107] The reference speed for the entry direction in Go mode may be, for example, the speed limit of the target lane when the entry direction is longitudinal, or may be set based on the speed of another vehicle that will be a vehicle ahead of the merging vehicle when entering the target lane.When the entry direction is lateral, the reference speed for the entry direction in Go mode may be set based on, for example, the time and distance required for lateral movement.

[0108] The determination unit 240A may output upper and lower limits of the acceleration or jerk in the approach direction in addition to the reference speed in the approach direction of the merging vehicle relative to the target lane in each driving mode.

[0109] The determination unit 240A may model the state transition of the driving mode using a known stochastic process such as a Markov process or a hidden Markov model.

[0110] <Embodiment 2> Figure 8 is a block diagram showing the configuration of a merging vehicle control device 201B and its peripheral devices according to embodiment 2. The merging vehicle control device 201B is a device that controls the running of the merging vehicle described in embodiment 1. In other words, the control target of the merging vehicle control device 201B is the "merging vehicle" in embodiment 1.

[0111] The merging vehicle control device 201B is included in the vehicle control unit 200B. The vehicle control unit 200B corresponds to the vehicle control unit 200 shown in FIG.

[0112] The vehicle control unit 200B is a unit that controls a merging vehicle, and is mounted in, for example, an advanced driver assistance system electronic control unit (ADAS-ECU).

[0113] Vehicle control unit 200B is connected to target object information acquisition unit 110B, road information acquisition unit 120B, and vehicle information acquisition unit 130B as external input devices. Target object information acquisition unit 110B, road information acquisition unit 120B, and vehicle information acquisition unit 130B have the same configurations as target object information acquisition unit 110A, road information acquisition unit 120A, and vehicle information acquisition unit 130A described in the first embodiment.

[0114] The vehicle control unit 200B is connected to an actuator control section 310B as an external output device. The actuator control section 310B has the same configuration as the actuator control section 310A of the first embodiment.

[0115] The vehicle control unit 200B includes, as internal components, a vehicle state quantity estimating unit 210B and a target movement predicting unit 220B connected to the vehicle control device 201. The vehicle state quantity estimating unit 210B and the target movement predicting unit 220B are similar to the vehicle state quantity estimating unit 210A and the target movement predicting unit 220A described in the first embodiment.

[0116] The hardware configuration of the vehicle control unit 200B is as shown in FIG. 3, and is the same as the hardware configuration of the vehicle control unit 200A according to the first embodiment.

[0117] Next, a description will be given of the configuration of the merging vehicle control device 201B. The merging vehicle control device 201B includes a detection unit 230B and a control unit 250B.

[0118] The detection unit 230B detects a merging vehicle that is creeping or peeking into the driving lane ahead of the merging vehicle based on the position and speed of other vehicles acquired from the vehicle information acquisition unit 130B, or the future position and speed of other vehicles predicted by the target movement prediction unit 220B.

[0119] For example, when another vehicle repeatedly comes very close to and stops in the lane ahead of the merging vehicle, the detection unit 230B can detect the other vehicle as a merging vehicle that is creeping in. Also, when another vehicle partially enters the lane ahead of the merging vehicle, the detection unit 230B can detect the other vehicle as a merging vehicle that is creeping in.

[0120] When the turn signal of the other vehicle can be detected by the merging vehicle, the detection unit 230B may detect the other vehicle as a merging vehicle that is creeping out or leading out based on the turn signal of the other vehicle.

[0121] The control unit 250B controls the merging vehicle based on the detection result of the detection unit 230B.

[0122] When a merging vehicle is detected, the control unit 250B controls the merging vehicle to yield to the merging vehicle in the lane of the merging vehicle. Specifically, the control unit 250B causes the merging vehicle to slow down or even stop. In addition, the control unit 250B may indicate its intention to yield by temporarily turning on a light, such as a hazard lamp.

[0123] In addition, if the vehicle to be merged is equipped with an exterior display or projector, the vehicle may use this to indicate its intention to yield.

[0124] If a merging vehicle is not detected, the control unit 250B controls the merging vehicle to continue traveling as it has been.

[0125] Although the preferred embodiments have been described in detail above, the present invention is not limited to the above embodiments, and various modifications and substitutions can be made to the above embodiments without departing from the scope of the claims.

[0126] Various aspects of the present disclosure are summarized below as appendices.

[0127] (Supplementary Note 1) A merging vehicle control device comprising: a planning unit that plans merging of a merging vehicle into a target lane; a determination unit that determines a driving mode available for the merging vehicle in relation to the target lane; and a control unit that controls the merging vehicle based on the driving mode, wherein the driving modes include: a first driving mode in which the entire merging vehicle can enter the target lane; a second driving mode in which the entire merging vehicle cannot enter the target lane and the merging vehicle stops in the direction of entering the target lane; and a third driving mode in which the entire merging vehicle cannot enter the target lane and the merging vehicle creeps toward the target lane, and the determination unit determines the driving mode based on the position and speed of a merged vehicle that will merge with the merging vehicle in the target lane.

[0128] (Supplementary Note 2) The merging vehicle control device according to Supplementary Note 1, wherein the determination unit controls the driving mode also based on an elapsed time from a planned start of the entry.

[0129] (Supplementary Note 3) The merging vehicle control device according to Supplementary Note 1 or Supplementary Note 2, wherein the intrusion includes a leading edge in which a part of the merging vehicle enters the target lane.

[0130] (Supplementary Note 4) The merging vehicle control device according to any one of Supplementary Note 1 to Supplementary Note 3, wherein the creeping includes creeping in the direction of travel of the merging vehicle, and the determination unit sets the driving mode of the merging vehicle to the third driving mode in which the merging vehicle creeps in the direction of travel toward the target lane when the distance between the non-merging vehicle and the merging vehicle is equal to or less than a predetermined distance threshold and the speed of the non-merging vehicle is equal to or less than a predetermined speed threshold.

[0131] (Supplementary Note 5) The merging vehicle control device according to any one of Supplementary Note 1 to Supplementary Note 4, wherein the determination unit determines the driving mode based also on a position and a speed of a vehicle following the non-merging vehicle in the target lane.

[0132] (Supplementary Note 6) The merging vehicle control device according to any one of Supplementary Note 1 to Supplementary Note 5, wherein the determination unit determines the driving mode based on at least one of a distance from the merging vehicle to the target lane, a blind spot from the merging vehicle to the target lane, and a traffic volume from the merging vehicle to the target lane.

[0133] (Supplementary Note 7) The merging vehicle control device according to any one of Supplementary Note 1 to Supplementary Note 6, wherein the driving modes include a fourth driving mode in which the vehicle travels up to a boundary line of the target lane or a stop line just before the target lane without siding over.

[0134] (Supplementary Note 8) A control device for a vehicle to be merged, comprising: a detection unit that detects a merging vehicle creeping into a driving lane ahead of a vehicle to be merged; and a control unit that controls the driving of the vehicle to be merged so as to yield the driving lane to the merging vehicle.

[0135] (Supplementary Note 9) The merged vehicle control device according to Supplementary Note 8, wherein the control unit performs control to temporarily turn on a light of the merged vehicle when controlling the traveling of the merged vehicle to yield to the traveling lane.

[0136] (Supplementary Note 10) A merging vehicle control method using a merging vehicle control device, comprising: planning a merging of a merging vehicle into a target lane; determining a driving mode available for the merging vehicle in relation to the target lane; and controlling the merging vehicle based on the driving mode; the driving modes including: a first driving mode in which the entire merging vehicle can enter the target lane; a second driving mode in which the entire merging vehicle cannot enter the target lane and the merging vehicle stops in the direction of entering the target lane; and a third driving mode in which the entire merging vehicle cannot enter the target lane and the merging vehicle creeps toward the target lane; and the merging vehicle control method determining the driving mode based on a position and speed of a vehicle to be merged that will merge with the merging vehicle in the target lane.

[0137] 82 Processor, 83 Memory, 200, 200A, 200B Vehicle control unit, 201A Merging vehicle control device, 201B Merged vehicle control device, 210A, 210B Vehicle state quantity estimation unit, 220A, 220B Target movement prediction unit, 230A Planning unit, 230B Detection unit, 240A Determination unit, 250A, 250B Control unit, 310A Actuator control unit, EV Merging vehicle.

Claims

1. A merging vehicle control device comprising: a planning unit that plans the merging of a merging vehicle into a target lane; a judgment unit that judges a driving mode available to the merging vehicle in relation to the target lane; and a control unit that controls the merging vehicle based on the driving mode, wherein the driving modes include: a first driving mode in which the entire merging vehicle can enter the target lane; a second driving mode in which the entire merging vehicle cannot enter the target lane and the merging vehicle stops in the direction of entering the target lane; and a third driving mode in which the entire merging vehicle cannot enter the target lane and the merging vehicle creeps toward the target lane, and the judgment unit judges the driving mode based on the position and speed of a vehicle to be merged that will merge with the merging vehicle in the target lane.

2. The merging vehicle control device according to claim 1, wherein the determination unit controls the driving mode based also on the elapsed time from the start of the planned entry.

3. A merging vehicle control device according to claim 1 or claim 2, wherein the intrusion includes a leading edge in which a part of the merging vehicle enters the target lane.

4. A merging vehicle control device as described in any one of claims 1 to 3, wherein the creeping includes creeping in the direction of travel of the merging vehicle, and the judgment unit sets the driving mode of the merging vehicle to the third driving mode in which the merging vehicle creeps in the direction of travel toward the target lane when the distance between the non-merging vehicle and the merging vehicle is equal to or less than a predetermined distance threshold and the speed of the non-merging vehicle is equal to or less than a predetermined speed threshold.

5. A merging vehicle control device according to any one of claims 1 to 4, wherein the determination unit determines the driving mode based also on the position and speed of a vehicle following the non-merging vehicle in the target lane.

6. A merging vehicle control device according to any one of claims 1 to 5, wherein the determination unit determines the driving mode based on at least one of the distance from the merging vehicle to the target lane, the blind spot from the merging vehicle to the target lane, and the traffic volume from the merging vehicle to the target lane.

7. A merging vehicle control device according to any one of claims 1 to 6, wherein the driving modes include a fourth driving mode in which the vehicle travels up to the boundary line of the target lane or a stop line just before the target lane without crossing over.

8. A control device for a vehicle to be merged, comprising: a detection unit that detects a merging vehicle creeping into the driving lane in front of a vehicle to be merged; and a control unit that controls the driving of the vehicle to be merged so as to yield the driving lane to the merging vehicle.

9. The control device for a merging vehicle according to claim 8, wherein the control unit controls the merging vehicle to temporarily turn on its lights when controlling the merging vehicle to yield to the driving lane.

10. A merging vehicle control method using a merging vehicle control device, comprising: planning a merging vehicle to merge into a target lane; determining a driving mode available to the merging vehicle in relation to the target lane; and controlling the merging vehicle based on the driving mode; the driving modes including: a first driving mode in which the entire merging vehicle can enter the target lane; a second driving mode in which the entire merging vehicle cannot enter the target lane and the merging vehicle stops in the direction of entering the target lane; and a third driving mode in which the entire merging vehicle cannot enter the target lane and the merging vehicle creeps toward the target lane; and the driving mode is determined based on the position and speed of a vehicle to be merged that will merge with the merging vehicle in the target lane.

Images