JP2017084115A - Vehicle control device, vehicle control method, and vehicle control program - Google Patents

Abstract

An object of the present invention is to provide a vehicle control device, a vehicle control method, and a vehicle control program that can appropriately determine the possibility of collision between a host vehicle and another vehicle.
The present invention relates to a host vehicle track generation unit that generates a host vehicle track according to a position at each future predetermined time of the host vehicle, and to generate another vehicle track according to a position at a future predetermined time of another vehicle. Each position on the own vehicle track generated by the vehicle track generation unit, the position on the own vehicle track generated by the own vehicle track generation unit, and the position and time on the other vehicle track generated by the other vehicle track generation unit. The vehicle control device includes a collision determination unit that determines the possibility of collision between the host vehicle and the other vehicle based on the distance from the position on the other vehicle track corresponding to the determination target.
[Selection] Figure 9

Description

  The present invention relates to a vehicle control device, a vehicle control method, and a vehicle control program.

  In recent years, there has been a demand for a technique for automatically changing lanes during traveling based on the relative relationship between the host vehicle and surrounding vehicles. In this connection, when the driver operates the instruction means for instructing the start of the automatic driving of the host vehicle, the setting means for setting the destination of automatic driving, and the instruction means by the driver, Determining means for determining an automatic driving mode based on whether or not the destination is set, and a control means for controlling vehicle travel based on the automatic driving mode determined by the determining means, When the destination is not set, the determination means determines whether the automatic driving mode is automatic driving or automatic stopping that travels along the current traveling path of the host vehicle. (For example, refer to Patent Document 1).

International Publication No. 2011/158347

  However, with the conventional technology, there is a case where the possibility of collision between the own vehicle and another vehicle cannot be appropriately determined.

  The present invention has been made in view of such circumstances, and provides a vehicle control device, a vehicle control method, and a vehicle control program that can appropriately determine the possibility of collision between the host vehicle and another vehicle. One of the purposes is to provide.

  The inventions described in claims 1, 5, and 6 include a host vehicle track generation unit (second track generation unit 126) that generates a host vehicle track according to the position of the host vehicle at every predetermined time in the future, and the future of other vehicles. Another vehicle track generation unit (external recognition unit 104) that generates another vehicle track according to a position at each predetermined time, each position on the vehicle track generated by the host vehicle track generation unit, and the other vehicle track generation Based on the distance between the position on the own vehicle track and the position on the other vehicle track corresponding to the time among the positions on the other vehicle track generated by the unit, the own vehicle and the other vehicle It is a vehicle control apparatus (100) provided with the collision determination part (128) which determines about a collision possibility.

  According to a second aspect of the present invention, in the vehicle control device according to the first aspect, the position on the other vehicle track corresponding to the position on the own vehicle track and the time is generated by the other vehicle track generation unit. Among the positions on the other vehicle track, the position on the own vehicle track is a position included in a predetermined time range before and after the corresponding time.

  According to a third aspect of the present invention, in the vehicle control device according to the second aspect, the position on the other vehicle track corresponding to the position on the own vehicle track and the time is between adjacent positions on the other vehicle track. Further includes a position obtained by interpolation.

  According to a fourth aspect of the present invention, in the vehicle control device according to any one of the first to third aspects, the collision determination unit is set to correspond to each position on the own vehicle track. The possibility of collision is determined based on whether or not the virtual circle for cars and the virtual circle for other cars set corresponding to each position on the other vehicle track overlap.

  According to the first, fifth, and sixth aspects of the present invention, it is based on the distance between the position of the own vehicle on the own vehicle track at every future predetermined time and the position on the other vehicle track at every future predetermined time. Since the determination about the possibility of collision between the own vehicle and the other vehicle is performed, the possibility of collision between the own vehicle and the other vehicle can be appropriately determined.

  According to the second aspect of the present invention, the position on the other vehicle track of the other vehicle of the determination target corresponds to a certain determination target time, and a plurality of positions are set according to the time range around the determination target time. Therefore, the possibility of collision can be determined more appropriately.

  According to the third aspect of the present invention, the position of the other vehicle on the other vehicle track of the determination target is interpolated in a time range around the time of the determination target. be able to.

  According to the fourth aspect of the present invention, the own vehicle corresponding virtual circle set corresponding to each position on the own vehicle track and the other vehicle corresponding set corresponding to each position on the other vehicle track. Since the possibility of collision is determined based on whether or not it overlaps with the virtual circle, it is possible to make a determination about the possibility of collision by appropriately securing a margin related to collision while performing easy calculation for collision determination. .

It is a figure which shows the component which the vehicle by which the vehicle control apparatus 100 which concerns on this embodiment is mounted has. It is a functional lineblock diagram of self-vehicles M centering on vehicle control device 100 concerning this embodiment. It is a figure which shows a mode that the relative position of the own vehicle M with respect to a driving | running | working lane is recognized by the own vehicle position recognition part 102 which concerns on this embodiment. It is a figure which shows an example of the action plan produced | generated by the action plan production | generation part 106 which concerns on this embodiment. It is a figure showing an example of the 1st track generated by the 1st track generating part 112 concerning this embodiment. It is a figure which shows an example of the target speed set with respect to each target position on the track | orbit produced | generated by the 1st track generation part 112 or the 2nd track | orbit production | generation part 126 which concerns on this embodiment. It is a figure which shows a mode that the target position setting part 122 which concerns on this embodiment sets the target area | region TA. It is a figure which shows a mode that the 2nd track generation part 126 which concerns on this embodiment produces | generates a track. A setting example of the vehicle corresponding virtual circle C ₀ in collision determination of the present embodiment with another car corresponding virtual circle C ₁ is a diagram showing. It is a diagram illustrating the relationship between the vehicle corresponding imaginary circle C ₀ and the target vehicle Mo in the embodiment. In the present embodiment, showing an example of the positional relationship between the vehicle corresponding imaginary circle C ₀ corresponding to the case where the judgment result of the no collision possibility is obtained with another car corresponding imaginary circle C _1. In the present embodiment, showing an example of the positional relationship between the vehicle corresponding imaginary circle C ₀ corresponding to the case where the judgment result of that there collision possibility is obtained with another car corresponding imaginary circle C _1. It is a flowchart which shows an example of the process sequence which the vehicle control apparatus 100 in this embodiment performs in relation to a lane change.

Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a vehicle control program of the present invention will be described with reference to the drawings.
[Vehicle configuration]
FIG. 1 is a diagram illustrating components included in a vehicle (hereinafter referred to as a host vehicle M) on which a vehicle control device 100 according to the present embodiment is mounted. The vehicle on which the vehicle control device 100 is mounted is, for example, a motor vehicle such as a two-wheel, three-wheel, or four-wheel vehicle, and a vehicle using an internal combustion engine such as a diesel engine or a gasoline engine as a power source, or an electric vehicle using a motor as a power source. And a hybrid vehicle having an internal combustion engine and an electric motor. Moreover, the electric vehicle mentioned above drives using the electric power discharged by batteries, such as a secondary battery, a hydrogen fuel cell, a metal fuel cell, and an alcohol fuel cell, for example.

  As shown in FIG. 1, the vehicle M includes a finder 20-1 to 20-7, a radar 30-1 to 30-6, a sensor such as a camera 40, a navigation device 50, and the vehicle control device 100 described above. And will be installed. The finders 20-1 to 20-7 are, for example, LIDAR (Light Detection and Ranging or Laser Imaging Detection and Ranging) that measures the scattered light with respect to the irradiation light and measures the distance to the target. For example, the finder 20-1 is attached to a front grill or the like, and the finders 20-2 and 20-3 are attached to a side surface of a vehicle body, a door mirror, the inside of a headlamp, a side lamp, and the like. The finder 20-4 is attached to a trunk lid or the like, and the finders 20-5 and 20-6 are attached to the side surface of the vehicle body, the interior of the taillight, or the like. The above-described finders 20-1 to 20-6 have a detection area of about 150 degrees in the horizontal direction, for example. The finder 20-7 is attached to a roof or the like. The finder 20-7 has a detection area of 360 degrees in the horizontal direction, for example.

  The above-described radars 30-1 and 30-4 are, for example, long-range millimeter wave radars having a detection area in the depth direction wider than other radars. Radars 30-2, 30-3, 30-5, and 30-6 are medium-range millimeter-wave radars that have a narrower detection area in the depth direction than radars 30-1 and 30-4. Hereinafter, when the finders 20-1 to 20-7 are not particularly distinguished, they are simply referred to as “finder 20”, and when the radars 30-1 to 30-6 are not particularly distinguished, they are simply referred to as “radar 30”. The radar 30 detects an object by, for example, an FM-CW (Frequency Modulated Continuous Wave) method.

  The camera 40 is a digital camera using an individual image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 40 is attached to the upper part of the front windshield, the rear surface of the rearview mirror or the like. For example, the camera 40 periodically images the front of the host vehicle M repeatedly.

  The configuration illustrated in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.

  FIG. 2 is a diagram illustrating a functional configuration example of the host vehicle M around the vehicle control device 100 according to the first embodiment. In addition to the finder 20, the radar 30, and the camera 40, the host vehicle M includes a navigation device 50, a vehicle sensor 60, an operation device 70, an operation detection sensor 72, a changeover switch 80, and a travel driving force output device 90. The steering device 92, the brake device 94, and the vehicle control device 100 are mounted. These devices and devices are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like.

  The navigation device 50 includes a GNSS (Global Navigation Satellite System) receiver, map information (navigation map), a touch panel display device that functions as a user interface, a speaker, a microphone, and the like. The navigation device 50 identifies the position of the host vehicle M using the GNSS receiver, and derives a route from the position to the destination specified by the user. The route derived by the navigation device 50 is stored in the storage unit 150 as route information 154. The position of the host vehicle M may be specified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 60. In addition, the navigation device 50 guides the route to the destination by voice or navigation display when the vehicle control device 100 is executing the manual operation mode. The configuration for specifying the position of the host vehicle M may be provided independently of the navigation device 50. Moreover, the navigation apparatus 50 may be implement | achieved by one function of terminal devices, such as a smart phone and a tablet terminal which a user holds, for example. In this case, information is transmitted and received between the terminal device and the vehicle control device 100 by radio or communication. The configuration for specifying the position of the host vehicle M may be provided independently of the navigation device 50.

  The vehicle sensor 60 includes a vehicle speed sensor that detects a vehicle speed, an acceleration sensor that detects acceleration, a yaw rate sensor that detects an angular velocity around a vertical axis, a direction sensor that detects the direction of the host vehicle M, and the like.

  For example, when the host vehicle M is an automobile using an internal combustion engine as a power source, the traveling driving force output device 90 includes an engine and an engine ECU (Electronic Control Unit) that controls the engine, and the host vehicle M uses a motor as a power source. When the vehicle M is a hybrid vehicle, an engine and an engine ECU, a traveling motor, and a motor ECU are provided. When the driving force output device 90 includes only the engine, the engine ECU adjusts the throttle opening, the shift stage, etc. of the engine in accordance with information input from the driving control unit 132, which will be described later, and travels for the vehicle to travel. Outputs driving force (torque). When the travel driving force output device 90 includes only the travel motor, the motor ECU adjusts the duty ratio of the PWM signal applied to the travel motor in accordance with information input from the travel control unit 132, and the travel drive described above. Output force. Further, when the traveling driving force output device 90 includes an engine and a traveling motor, both the engine ECU and the motor ECU control the traveling driving force in cooperation with each other according to information input from the traveling control unit 132.

  The steering device 92 includes, for example, an electric motor, a steering torque sensor, a steering angle sensor, and the like. The electric motor changes the direction of the steering wheel by applying a force to a rack and pinion function or the like, for example. The steering torque sensor detects, for example, twisting of the torsion bar when the steering wheel is operated as steering torque (steering force). The steering angle sensor detects, for example, a steering steering angle (or actual steering angle). The steering device 92 drives the electric motor according to the information input from the travel control unit 132 and changes the direction of the steering wheel.

  The brake device 94 includes a master cylinder to which a brake operation performed on the brake pedal is transmitted as hydraulic pressure, a reservoir tank that stores brake fluid, a brake actuator that adjusts a braking force output to each wheel, and the like. The brake control unit 44 controls the brake actuator and the like so that the brake torque according to the pressure of the master cylinder is output to each wheel according to the information input from the travel control unit 132. The brake device 94 is not limited to the electronically controlled brake device that operates by the hydraulic pressure described above, but may be an electronically controlled brake device that operates by an electric actuator.

  The operation device 70 includes, for example, an accelerator pedal, a steering wheel, a brake pedal, a shift lever, and the like. The operation device 70 is provided with an operation detection sensor 72 that detects the presence / absence and amount of operation by the driver. The operation detection sensor 72 includes, for example, an accelerator opening sensor, a steering torque sensor, a brake sensor, a shift position sensor, and the like. The operation detection sensor 72 outputs the accelerator opening, steering torque, brake pedal stroke, shift position, and the like as detection results to the travel control unit 132. Instead of this, the detection result of the operation detection sensor 72 may be directly output to the travel driving force output device 90, the steering device 92, or the brake device 94.

  The changeover switch 80 is a switch operated by a driver or the like. The changeover switch 80 may be, for example, a mechanical switch installed on a steering wheel, a garnish (dashboard), or a GUI (Graphical User Interface) switch provided on the touch panel of the navigation device 50. Good. The changeover switch 80 receives an operation of a driver or the like, generates a control mode designation signal that designates the control mode by the traveling control unit 132 as either the automatic driving mode or the manual driving mode, and outputs the control mode designation signal to the control switching unit 140. . As described above, the automatic operation mode is an operation mode in which the driver automatically operates in a state where the driver does not perform the operation (or the operation amount is smaller or the operation frequency is lower than the manual operation mode). More specifically, this is an operation mode in which a part or all of the travel drive force output device 90, the steering device 92, and the brake device 94 are controlled based on the action plan.

[Vehicle control device]
Hereinafter, the vehicle control apparatus 100 will be described. The vehicle control device 100 includes, for example, a host vehicle position recognition unit 102, an external environment recognition unit 104, an action plan generation unit 106, a travel mode determination unit 110, a first track generation unit 112, and a lane change control unit 120. The target speed calculation unit 130, the travel control unit 132, the control switching unit 140, and the storage unit 150 are provided. Own vehicle position recognition unit 102, external environment recognition unit 104, action plan generation unit 106, travel mode determination unit 110, first track generation unit 112, lane change control unit 120, target speed calculation unit 130, travel control unit 132, and control Part or all of the switching unit 140 is a software function unit that functions when a processor such as a CPU (Central Processing Unit) executes a program. Some or all of these may be hardware function units such as LSI (Large Scale Integration) and ASIC (Application Specific Integrated Circuit). The storage unit 150 is realized by a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), a flash memory, or the like. The program executed by the processor may be stored in the storage unit 150 in advance, or may be downloaded from an external device via an in-vehicle internet facility or the like. Further, the portable storage medium storing the program may be installed in the storage unit 150 by being mounted on a drive device (not shown).

  The own vehicle position recognition unit 102 is based on the map information 152 stored in the storage unit 150 and information input from the finder 20, the radar 30, the camera 40, the navigation device 50, or the vehicle sensor 60. And the relative position (hereinafter also simply referred to as “position”) of the host vehicle M with respect to the traveling lane. The map information 152 is, for example, map information with higher accuracy than the navigation map included in the navigation device 50, and includes information on the center of the lane or information on the boundary of the lane. More specifically, the map information 152 includes road information, traffic regulation information, address information (address / postal code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as expressway, toll road, national road, prefectural road, road lane number, width of each lane, road gradient, road position (longitude, latitude, height). Information including three-dimensional coordinates), curvature of the curved road of the lane, the position of the merging and branching points of the lane, and a sign provided on the road. The traffic regulation information includes information that the lane is blocked due to construction, traffic accidents, traffic jams, or the like.

  FIG. 3 is a diagram illustrating how the vehicle position recognition unit 102 recognizes the relative position of the vehicle M with respect to the travel lane L1. The own vehicle position recognizing unit 102 makes, for example, a line connecting the deviation OS of the reference point (for example, the center of gravity) of the own vehicle M from the travel lane center CL and the travel lane center CL in the traveling direction of the own vehicle M. The angle θ is recognized as a relative position of the host vehicle M with respect to the traveling lane L1. Instead, the host vehicle position recognition unit 102 recognizes the position of the reference point of the host vehicle M with respect to any side end of the host lane L1 as the relative position of the host vehicle M with respect to the traveling lane. Also good.

  The external environment recognition unit 104 recognizes the status, speed, acceleration, and the like of surrounding vehicles based on information input from the finder 20, the radar 30, the camera 40, and the like. The peripheral vehicle in the present embodiment is a vehicle that travels around the host vehicle M and travels in the same direction as the host vehicle M. The position of the surrounding vehicle may be represented by a representative point such as the center of gravity or corner of the other vehicle, or may be represented by a region expressed by the contour of the other vehicle. The “state” of the surrounding vehicle may include the acceleration of the surrounding vehicle and whether or not the lane is changed (or whether or not the lane is changed) based on the information of the various devices. In addition to the surrounding vehicles, the external environment recognition unit 104 may recognize the positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects.

  The action plan generation unit 106 generates an action plan in a predetermined section. The predetermined section is, for example, a section that passes through a toll road such as an expressway among the routes derived by the navigation device 50. Not only this but the action plan production | generation part 106 may produce | generate an action plan about arbitrary sections.

  The action plan is composed of, for example, a plurality of events that are sequentially executed. Examples of the event include a deceleration event for decelerating the host vehicle M, an acceleration event for accelerating the host vehicle M, a lane keeping event for driving the host vehicle M so as not to deviate from the traveling lane, and a lane change event for changing the traveling lane. In the overtaking event in which the own vehicle M overtakes the preceding vehicle, in the branch event in which the own vehicle M is changed so as not to deviate from the current driving lane, or in the lane junction point A merging event for accelerating / decelerating the vehicle M and changing the traveling lane is included. For example, when a junction (branch point) exists on a toll road (for example, an expressway), the vehicle control device 100 changes the lane so that the host vehicle M travels in the direction of the destination in the automatic driving mode. Need to maintain lanes. Therefore, when it is determined that the junction exists on the route with reference to the map information 152, the action plan generation unit 106 from the current position (coordinates) of the host vehicle M to the position (coordinates) of the junction. In the meantime, a lane change event is set for changing the lane to a desired lane that can proceed in the direction of the destination. Information indicating the action plan generated by the action plan generation unit 106 is stored in the storage unit 150 as action plan information 156.

  FIG. 4 is a diagram illustrating an example of an action plan generated for a certain section. As shown in the figure, the action plan generation unit 106 classifies scenes that occur when traveling according to a route to a destination, and generates an action plan so that an event corresponding to each scene is executed. In addition, the action plan production | generation part 106 may change an action plan dynamically according to the condition change of the own vehicle M. FIG.

  For example, the action plan generation unit 106 may change (update) the generated action plan based on the state of the outside world recognized by the outside world recognition unit 104. In general, while the vehicle is traveling, the state of the outside world constantly changes. In particular, when the host vehicle M travels on a road including a plurality of lanes, the distance between the other vehicles changes relatively. For example, when the vehicle ahead is decelerated by applying a sudden brake, or when a vehicle traveling in an adjacent lane enters the front of the host vehicle M, the host vehicle M determines the behavior of the preceding vehicle or the adjacent lane. It is necessary to travel while appropriately changing the speed and lane according to the behavior of the vehicle. Therefore, the action plan generation unit 106 may change the event set for each control section in accordance with the external state change as described above.

  Specifically, the action plan generation unit 106 determines that the speed of the other vehicle recognized by the external recognition unit 104 during traveling of the vehicle exceeds a threshold value or the direction of movement of the other vehicle traveling in the lane adjacent to the own lane is autonomous. When the vehicle heads in the lane direction, the event set in the driving section where the host vehicle M is scheduled to travel is changed. For example, when the event is set so that the lane change vent is executed after the lane keep event, the vehicle is more than the threshold from the rear of the lane to which the lane is changed during the lane keep event according to the recognition result of the external recognition unit 104. When it is determined that the vehicle has traveled at the speed of, the action plan generation unit 106 changes the event next to the lane keep event from a lane change to a deceleration event, a lane keep event, or the like. As a result, the vehicle control device 100 can avoid the host vehicle M from colliding with the lane change destination vehicle. As a result, the vehicle control device 100 can safely drive the host vehicle M safely even when a change occurs in the external environment.

[Lane Keep Event]
When the lane keep event included in the action plan is executed by the travel control unit 132, the travel mode determination unit 110 is one of constant speed travel, follow-up travel, deceleration travel, curve travel, obstacle avoidance travel, etc. The travel mode is determined. For example, the traveling mode determination unit 110 determines the traveling mode to be constant speed traveling when there is no other vehicle ahead of the host vehicle. In addition, the travel mode determination unit 110 determines the travel mode to follow running when traveling following the preceding vehicle. In addition, the travel mode determination unit 110 determines the travel mode to be decelerated when the external environment recognition unit 104 recognizes deceleration of the preceding vehicle or when an event such as stopping or parking is performed. In addition, the travel mode determination unit 110 determines the travel mode to be a curve travel when the outside recognition unit 104 recognizes that the host vehicle M has reached a curved road. In addition, when the outside recognition unit 104 recognizes an obstacle in front of the host vehicle M, the driving mode determination unit 110 determines the driving mode as obstacle avoidance driving.

  The first trajectory generation unit 112 generates a trajectory based on the travel mode determined by the travel mode determination unit 110. The track is a set of points obtained by sampling a future target position that is expected to be reached every predetermined time when the host vehicle M travels with the current vehicle speed maintained. Hereinafter, the trajectory generated by the first trajectory generating unit 112 will be described as a first trajectory.

  FIG. 5 is a diagram illustrating an example of the first trajectory generated by the first trajectory generating unit 112. As shown to (A) in the figure, for example, the first trajectory generation unit 112 uses the current position of the host vehicle M as a reference every time a predetermined time Δt has elapsed from the current time, K (1), K (2) , K (3),... Are set as the first track of the host vehicle M. A set of these target positions K (1), K (2), K (3),... Corresponds to the first trajectory. Hereinafter, when these target positions are not distinguished, they are simply referred to as “target positions K”. For example, the number of target positions K is determined according to the target time T. For example, when the target time T is set to 5 seconds, the first trajectory generation unit 112 sets the target position K on the center line of the traveling lane in a predetermined time Δt (for example, 0.1 second) in this 5 seconds, The arrangement intervals of the plurality of target positions K are determined based on the running mode. For example, the first track generation unit 112 may derive the center line of the traveling lane from information such as the width of the lane included in the map information 152. You may acquire from the map information 152.

  For example, when the travel mode is determined to be constant speed travel by the travel mode determination unit 110 described above, the first trajectory generation unit 112 sets a plurality of target positions K at equal intervals, as shown in FIG. Thus, the first trajectory is generated. Further, when the travel mode determination unit 110 determines the travel mode to be decelerated travel, the first trajectory generation unit 112 increases the interval as the target position K that arrives earlier, as shown in FIG. The first trajectory is generated by narrowing the interval for the target position K that arrives later. As a result, as the distance from the host vehicle M is increased, the interval between the target positions K is reduced, so that the vehicle control device 100 can smoothly realize the deceleration of the host vehicle M.

  Further, as shown in (C) in the figure, when the road is a curved road, the traveling mode determining unit 110 determines the traveling mode to be curved traveling. In this case, for example, the first track generation unit 112 arranges a plurality of target positions K while changing the lateral position (position in the lane width direction) with respect to the traveling direction of the host vehicle M according to the curvature of the road, A first trajectory is generated. Further, as shown in (D) in the figure, when an obstacle OB such as a human or a stopped vehicle exists on the road ahead of the host vehicle M, the traveling mode determination unit 110 sets the traveling mode to the obstacle avoidance traveling. decide. In this case, the first trajectory generating unit 112 generates a first trajectory by arranging a plurality of target positions K so as to travel while avoiding the obstacle OB.

  FIG. 6 is a diagram illustrating an example of the speed ν set for each target position K of the first trajectory generated by the first trajectory generating unit 112. As shown in the figure, each target position K on the first track is set with a speed ν that the host vehicle M should output until the next target position. For example, a speed ν0 is assigned to each target position K, such as a speed ν0 for the target position K (0), a speed ν1 for the target position K (1), and a speed ν2 for the target position K (2). This speed ν is used for processing of a target speed calculation unit 130 described later.

[Lane change event]
The lane change control unit 120 performs control when a lane change event included in the action plan is executed by the travel control unit 132. The lane change control unit 120 includes, for example, a target position setting unit 122, a lane change availability determination unit 124, a second track generation unit 126, and a collision determination unit 128. The lane change control unit 120 may perform processing to be described later when a branch event or a merge event is performed by the travel control unit 132.

  The target position setting unit 122 travels in an adjacent lane adjacent to a lane (own lane) in which the host vehicle M travels, travels in front of the host vehicle M, travels in an adjacent lane, and A vehicle traveling behind the vehicle M is specified, and a target area TA is set between these vehicles. Hereinafter, a vehicle traveling in the adjacent lane and traveling ahead of the host vehicle M is referred to as a front reference vehicle, and a vehicle traveling in the adjacent lane and traveling rearward of the host vehicle M is referred to as a rear reference vehicle. Will be described.

  The lane change possibility determination unit 124 has no surrounding vehicle on the target area TA set by the target position setting unit 122, and a virtual collision allowance time TTC (Time-To Collision) with the front reference vehicle and the rear It is determined that the own vehicle M can change lanes on the target area TA set on the adjacent lane when the predetermined collision condition TTC with the reference vehicle is equal to or greater than the threshold value. To do. The collision allowance time TTC is, for example, assumed that the host vehicle M has changed lanes on the target area TA, and the distance between the virtual host vehicle M on the target area TA and the front reference vehicle (or the rear reference vehicle). It is derived by dividing the distance by the speed of the host vehicle M and the relative speed of the front reference vehicle (or the rear reference vehicle).

  FIG. 7 is a diagram illustrating a state in which the target position setting unit 122 according to the first embodiment sets the target area TA. In the figure, mA represents a preceding vehicle, mB represents a front reference vehicle, and mC represents a rear reference vehicle. An arrow d represents the traveling (traveling) direction of the host vehicle M, L1 represents the host lane, and L2 represents an adjacent lane.

  In the example of FIG. 7, the target position setting unit 122 sets the target area TA between the front reference vehicle mB and the rear reference vehicle mC on the adjacent lane L2. In such a case, the lane change possibility determination unit 124 virtually arranges the host vehicle M on the target area TA set by the target position setting unit 122, and the front reference vehicle is based on the virtual host vehicle M. A collision margin time TTC (B) for mB and a collision margin time TTC (C) for the rear reference vehicle mC are derived. The lane change possibility determination unit 124 determines whether or not both of these derived collision margin times TTC satisfy a predetermined setting condition, and when both the collision margin times TTC both satisfy a predetermined setting condition (for example, forward When the vehicle is equal to or more than the threshold value set for each of the rear), it is determined that the host vehicle M can change the lane on the target area TA set on the adjacent lane L2. Note that the target position setting unit 122 may set the target area TA behind the rear reference vehicle mC (between the rear reference vehicle mC and the vehicle existing behind it) on the adjacent lane L2.

  Further, the lane change possibility determination unit 124 determines whether or not the host vehicle M can change lanes on the target area TA in consideration of the speed, acceleration, jerk, etc. of the preceding vehicle mA. May be. For example, if the speeds of the front reference vehicle mB and the rear reference vehicle mC are higher than the speed of the preceding vehicle mA, that is, if the front reference vehicle mB and the rear reference vehicle mC pass the preceding vehicle mA, the lane change is allowed. The determination unit 124 determines that the host vehicle M cannot change the lane on the target area TA set between the front reference vehicle mB and the rear reference vehicle mC.

  When it is determined by the above-described lane change possibility determination unit 124 that the host vehicle M can change lanes on the target area TA, the second trajectory generation part 126 determines a track for changing lanes on the target area TA. Generate. Hereinafter, the trajectory generated by the second trajectory generation unit 126 will be described as a second trajectory.

  FIG. 8 is a diagram illustrating a state in which the second trajectory generation unit 126 in the first embodiment generates the second trajectory. For example, the second track generation unit 126 assumes that the front reference vehicle mB and the rear reference vehicle mC travel with a predetermined speed model, and based on the speed model of these three vehicles and the speed of the host vehicle M. The second track is generated so that the host vehicle M exists between the front reference vehicle mB and the rear reference vehicle mC or behind the rear reference vehicle mC at a certain time in the future. For example, the second trajectory generating unit 126 smoothly connects the current position of the host vehicle M to the position of the forward reference vehicle mB at a certain time in the future using a polynomial curve such as a spline curve, and so on. A predetermined number of target positions K are arranged at intervals or unequal intervals. At this time, the second trajectory generation unit 126 generates the second trajectory so that at least one of the target positions K is arranged on the target area TA. A speed ν is assigned to each target position K of the second trajectory, similar to the speed set for the first trajectory shown in FIG. In the following description, the speed ν set in the first or second trajectory is referred to as an initial set speed ν.

  Even if the lane change possibility determination unit 124 determines that the lane change is possible, depending on the state of the speed of other vehicles such as the surrounding front vehicle mA, the front reference vehicle mB, and the rear reference vehicle mC, When the host vehicle M travels for lane change, it may collide with another vehicle.

  Therefore, the collision determination unit 128 follows the second track generated by the second track generation unit 126 in response to the determination that the lane change is possible by the lane change permission determination unit 124. The possibility of collision with another vehicle when traveling for changing lanes is determined. Here, “determining the possibility of collision” means determining whether or not there is a possibility of collision between the host vehicle M and another vehicle. In the following description, determining the possibility of collision is also simply referred to as collision possibility.

  When the collision determination unit 128 determines that there is a possibility of a collision, the lane change control unit 120 determines whether the target position TA is set by the target position setting unit 122 and whether the lane change is possible by the lane change possibility determination unit 124. Done again. If the lane change possibility determination unit 124 determines that the lane change is possible, the second track generation unit 126 newly generates a second track, and the collision determination corresponding to the generated second track is a collision. The determination is performed again by the determination unit 128.

The target speed calculation unit 130 is based on the initial set speed ν set for each target position K of the first trajectory generated by the first trajectory generation unit 112 or the second trajectory generated by the second trajectory generation unit 126. Thus, the target speed ν # of the host vehicle M is calculated.
For example, the target speed calculation unit 130 sets an initial setting speed νi set at a certain target position K (i) and an initial setting set at a target position K (i + 1) positioned next to the target position K (i). An average value with the speed νi + 1 is calculated, and the calculated average value is set as the target speed ν # i of the host vehicle M from the target position K (i) to the target position K (i + 1).

[Running control]
The traveling control unit 132 sets the control mode to the automatic operation mode or the manual operation mode under the control of the control switching unit 140, and the traveling driving force output device 90, the steering device 92, and the brake device 94 are set according to the set control mode. Control a controlled object including part or all of it. The traveling control unit 132 reads the behavior plan information 156 generated by the behavior plan generation unit 106 in the automatic driving mode, and controls the control target based on the event included in the read behavior plan information 156.

  For example, when this event is a lane keeping event, the travel control unit 132 follows the first trajectory generated by the first trajectory generation unit 112 and the control amount (for example, the number of rotations) of the electric motor in the steering device 92 and the travel A control amount (for example, engine throttle opening, shift stage, etc.) of the ECU in the driving force output device 90 is determined. Specifically, the traveling control unit 132 determines the control amount of the ECU in the traveling driving force output device 90 according to the target speed ν # for each predetermined time Δt calculated from the target position K of the first track. Further, the travel control unit 132 controls the electric motor in the steering device 92 according to the angle formed by the traveling direction of the host vehicle M for each target position K and the direction of the next target position with reference to the target position. Determine the amount.

  Further, when the event is a lane change event, the travel control unit 132 follows the second track generated by the second track generation unit 126 and the control amount of the electric motor in the steering device 92 and the travel driving force output device 90. And the control amount of the ECU. Specifically, similarly to the above-described example, the traveling control unit 132 controls the ECU in the traveling driving force output device 90 according to the target speed ν # for each predetermined time Δt calculated from the target position K of the second track. Determine the amount. Further, the travel control unit 132 controls the electric motor in the steering device 92 according to the angle formed by the traveling direction of the host vehicle M for each target position K and the direction of the next target position with reference to the target position. Determine the amount.

  The travel control unit 132 outputs information indicating the control amount determined for each event to the corresponding control target. Accordingly, each device (90, 92, 94) to be controlled can control its own device according to the information indicating the control amount input from the travel control unit 132. In addition, the traveling control unit 132 appropriately adjusts the determined control amount based on the detection result of the vehicle sensor 60.

  Moreover, the traveling control unit 132 controls the control target based on the operation detection signal output from the operation detection sensor 72 in the manual operation mode. For example, the traveling control unit 132 outputs the operation detection signal output by the operation detection sensor 72 to each device to be controlled as it is.

  The control switching unit 140 changes the control mode of the host vehicle M by the travel control unit 132 from the automatic driving mode to the manual driving mode based on the behavior plan information 156 generated by the behavior plan generation unit 106 and stored in the storage unit 150. Or, switch from manual operation mode to automatic operation mode. Further, the control switching unit 140 automatically changes the control mode of the host vehicle M by the travel control unit 132 from the automatic operation mode to the manual operation mode or automatically from the manual operation mode based on the control mode designation signal input from the changeover switch 80. Switch to operation mode. That is, the control mode of the traveling control unit 132 can be arbitrarily changed during traveling or stopping by an operation of a driver or the like.

  In addition, the control switching unit 140 switches the control mode of the host vehicle M by the travel control unit 132 from the automatic driving mode to the manual driving mode based on the operation detection signal input from the operation detection sensor 72. For example, when the operation amount included in the operation detection signal exceeds a threshold value, that is, when the operation device 70 receives an operation with an operation amount exceeding the threshold value, the control switching unit 140 automatically sets the control mode of the travel control unit 132. Switch from operation mode to manual operation mode. For example, when the host vehicle M is automatically traveling by the traveling control unit 132 set in the automatic driving mode, when the driver operates the steering wheel, the accelerator pedal, or the brake pedal with an operation amount exceeding a threshold value, The control switching unit 140 switches the control mode of the travel control unit 132 from the automatic operation mode to the manual operation mode. As a result, the vehicle control device 100 does not go through the operation of the changeover switch 80 by the operation performed by the driver when an object such as a person jumps out on the roadway or the preceding vehicle suddenly stops. You can immediately switch to manual operation mode. As a result, the vehicle control device 100 can cope with an emergency operation by the driver, and can improve safety during traveling.

[Collision judgment]
Hereinafter, an example of a collision determination method performed by the collision determination unit 128 according to the present embodiment will be described with reference to FIGS.
FIG. 9 shows a setting example of the own vehicle corresponding virtual circle C ₀ and the other vehicle corresponding virtual circle C ₁ in the collision determination of the present embodiment. In the figure, three target positions K (i), K (i + 1), K (i + 2) on the second track of the host vehicle M generated by the second track generation unit 126 (an example of the host vehicle track generation unit). It is shown. The target position K (i) is a target position set corresponding to a certain time (i) in the second trajectory. The target position K (i + 1) is a target position set at time (i + 1) when a certain time has elapsed from the target position K (i). The target position K (i + 2) is a target position set at a time (i + 2) when a certain time has passed from the target position K (i + 1). Among these times, time (i + 1) is the target of the current collision determination.

  Further, in the same figure, predicted positions P (i), P (i + 1), and P (i + 2) are shown corresponding to the target vehicle Mo that is another vehicle that is a target of collision determination. The predicted positions P (i), P (i + 1), and P (i + 2) are the positions of the target vehicle Mo predicted at times (i), (i + 1), and (i + 2), respectively. These predicted positions P (i), P (i + 1), and P (i + 2) are objects corresponding to the target position K (i + 1) at the time (i + 1) of the subject vehicle M to be determined in the other vehicle track. This is the position of the vehicle Mo. That is, in the collision determination, a position included in a predetermined time range before and after the time corresponding to the position of the vehicle M to be determined is acquired as the predicted position of the target vehicle Mo. The collision determination unit 128 determines whether or not the other vehicle track of the target vehicle Mo from the future track (other vehicle track) of the other vehicle predicted (generated) by the external environment recognition unit 104 (an example of the other vehicle track generation unit). The predicted positions P (i), P (i + 1), and P (i + 2) are acquired as other vehicle tracks included in the time range corresponding to the determination target time (i). In the following description, the predicted position P (i), the predicted position P (i + 1), and the predicted position P (i + 2) will be described as the predicted position P unless otherwise distinguished.

  The predicted position P may be predicted based on information input from the viewfinder 20, the radar 30, the camera 40, and the like with respect to the target vehicle Mo by the outside recognition unit 104. Further, the external environment recognition unit 104 does not necessarily correspond to the target positions K (i), K (i + 1), and K (i + 2) for the predicted position P, but the same time (i), time (i + 1), and time (i + 2). It is not necessary to predict with.

  Here, the track of the host vehicle M (the host vehicle track) based on the target positions K (i), K (i + 1), and K (i + 2) shown in the figure, the predicted position P (i), and the predicted position P (i + 1). The track of the other vehicle (the other vehicle track) at the predicted position P (i + 2) is almost orthogonal. Such a state is unlikely to occur when the lane is changed, but here, as a convenience for easy understanding of the collision determination method, the own vehicle track and the other vehicle track are substantially orthogonal to each other. .

In addition, the collision determination unit 128 of the present embodiment is the same as shown in the figure along the other vehicle track formed by the predicted position P (i), the predicted position P (i + 1), and the predicted position P (i + 2). Arrange virtual circles for other vehicles with a predetermined radius. In the figure, from the predicted position P (i) to the predicted position P (i + 1), other-vehicles corresponding virtual circles C ₁ (−6), C ₁ (−5), C ₁ (−4), C ₁ (− 3) A state in which C ₁ (−1) and C ₁ (0) are arranged is shown. In addition, from the predicted position P (i + 1) to the predicted position P (i + 2), the other-vehicle corresponding virtual circles C ₁ (0), C ₁ (1), C ₁ (2), C ₁ (3), C ₁ ( 4), a state where C ₁ (5) and C ₁ (6) are arranged is shown. In the following, virtual circles for other vehicles C ₁ (−6), C ₁ (−5), C ₁ (−4), C ₁ (−3), C ₁ (−1), and C ₁ (0) , C ₁ (1), C ₁ (2), C ₁ (3), C ₁ (4), C ₁ (5), C ₁ (6) unless otherwise distinguished, virtual circle C for other vehicles _It is described as ₁ .

FIG. 10 is a diagram illustrating the relationship between the host vehicle-related virtual circle C ₀ and the target vehicle Mo. In the figure, the other-vehicle corresponding virtual circles C ₁ (−6), C ₁ (−5), and C ₁ (−4) in FIG. 9 are shown in an enlarged manner. The other vehicle corresponding virtual circle C ₁ (−6) is set so that its center coincides with the predicted position P (i). Here, the positional relationship between the predicted position P and the target vehicle Mo is as follows. That is, as illustrated as the predicted position P (i) in the figure, the predicted position P corresponds to the center position in the width direction of the target vehicle Mo on the rear wheel axle center AXr of the target vehicle Mo.

The collision determination unit 128 sets the radius r ₁ of the virtual circle C ₁ for other vehicles as follows. That is, the collision determination unit 128 has a radius such that the diameter (2r ₁ ) is larger than the vehicle width W of the target vehicle Mo, as represented by the other vehicle corresponding virtual circle C ₁ (−6) in FIG. to set the r _1. In setting the diameter (2r ₁ ) to be larger than the vehicle width W of the target vehicle Mo, for example, a value obtained by adding a predetermined value (for example, about 1 m) to the vehicle width W may be used as the diameter (2r ₁ ). . Alternatively, the diameter (2r ₁ ) can be set larger than the vehicle width W of the target vehicle Mo by multiplying the vehicle width W by a predetermined coefficient larger than ₁ .

In setting the radius r ₁ of the virtual circle C ₁ for other vehicles as described above, the collision determination unit 128 uses the width of the target vehicle Mo. For example, the collision determination unit 128 may acquire the width of the target vehicle Mo determined by the outside recognition unit 104. In this case, the external environment recognition unit 104 can obtain the vehicle width W of the target vehicle Mo based on information about the target vehicle Mo acquired by the finder 20 or the camera 40, for example.

Then, the collision determination unit 128, the other wheel corresponding imaginary circle C ₁ that sets the radius r ₁ as described above, equally spaced between the predicted position P adjacent. The equidistant Here, as shown in the figure, is to place the other vehicle corresponding imaginary circle C ₁ so that the distance rd between the centers of the other vehicle corresponding imaginary circle C ₁ that adjacent equal.
Upon thus setting the other vehicle corresponding virtual circle C _1, the collision determination unit 128 sets a point corresponding to the other vehicle corresponding virtual center of the circle C ₁ at regular intervals between the two predicted position P adjacent . Thus by setting a point as the center of the other vehicle corresponding imaginary circle C ₁ is equivalent to that interpolates the orbital position of the target vehicle Mo between the two predicted position P adjacent.

Here, the collision determination unit 128 sets the equidistant distances rd between the two predicted position P adjacent to the following, another vehicle corresponding imaginary circle C ₁ of the center adjacent two predicted position P Can be placed between. That is, for example, a standard value for the distance rd is set in advance. Then, the collision determination unit 128 specifies an equal fraction with respect to the distance between the two adjacent predicted positions P at which the equally spaced distance rd between the two adjacent predicted positions P is closest to the standard value. Collision determination unit 128 may be arranged around the other wheel corresponding imaginary circle C ₁ between the two predicted position P adjacent regularly spaced distances rd corresponding to the number of time being specified. Note that there is a possibility that the distance between a section based on two adjacent predicted positions P and a section based on two adjacent predicted positions P that are different from each other are different. For this reason, when the distance rd is set as described above, the equally spaced distance rd may be different between a plurality of different sections.

By thus other vehicle corresponding virtual circle C ₁ corresponding to the target vehicle Mo is formed, the contour formed by the arrangement of the other vehicle corresponding imaginary circle C ₁ is adapted to cover substantially the target vehicle Mo . Thus, for example, even when the target vehicle Mo is such that travels while changing direction without straight, protruding from the outer contour the body of the subject vehicle Mo is formed by the array of the other vehicle corresponding virtual circle C ₁ Can not be.

Further, as shown in FIG. 9, the collision determination unit 128 also includes a plurality of virtual circles (a virtual circle corresponding to the vehicle) corresponding to the vehicle M at the target position K corresponding to the determination target time. ) Is set. In the figure, a state in which an own vehicle corresponding virtual circle corresponding to the target position K (i + 1) is set corresponding to the determination target time being time (i + 1) is shown. Here, an example is shown in which three virtual circles C ₀ (1), C ₀ (2), and C ₀ (3) corresponding to the host vehicle are set corresponding to the target position K (i + 1). The own-vehicle virtual circle C ₀ (2) is arranged so that the center is located at the target position K (i + 1). The own vehicle-corresponding virtual circle C ₀ (1) is disposed so as to be positioned ahead of the own-vehicle corresponding virtual circle C ₀ (2) corresponding to the own vehicle M. The own vehicle corresponding virtual circle C ₀ (3) is arranged so as to be located behind the own vehicle corresponding virtual circle C ₀ (2) corresponding to the own vehicle M. These own-vehicle corresponding virtual circles C ₀ (1), C ₀ (2), and C ₀ (3) are also arranged so that the centers of the adjacent own-vehicle corresponding virtual circles C ₀ are equally spaced. Further, the own vehicle corresponding virtual circle C ₀ is also set so that the diameter is larger than the vehicle width of the own vehicle M. As a result, as shown in the figure, the main body of the host vehicle M also protrudes from the contour formed by the connection of the host vehicle corresponding virtual circles C ₀ (1), C ₀ (2), C ₀ (3). There will be no such thing. In the following description, the virtual circle C ₀ (1), C ₀ (2), and C ₀ (3) corresponding to the own vehicle will be described as the virtual circle C ₀ corresponding to the own vehicle unless particularly distinguished.

FIG. 11 shows the positional relationship between the own vehicle corresponding virtual circle C ₀ and the other vehicle corresponding virtual circle C ₁ when the collision determination unit 128 determines that there is no possibility of collision. An example of the process of collision determination processing when the collision determination unit 128 determines that there is no possibility of collision will be described with reference to FIG. In FIG. 9, the own vehicle M and the target vehicle Mo are omitted from FIG. 9, and the target position K, the own vehicle corresponding virtual circle C ₀ , the predicted position P, and the other vehicle corresponding virtual circle C ₁ are extracted and shown.

When the collision determination unit 128 determines whether or not there is a possibility of collision, the own vehicle corresponding virtual circles C ₀ (1) to C ₀ (3) and the other vehicle corresponding virtual circles C ₁ (−6) to C ₁ (6) Duplicate determination is performed for each combination. The duplication determination here, for the combination according to one of the vehicle corresponding imaginary circle C ₀ and the other vehicle corresponding virtual circle C _1, the position and the vehicle corresponding imaginary circle C ₀ and the other vehicle corresponding imaginary circle C ₁ overlaps It is to determine whether or not there is a relationship. Here, “overlapping” includes a state in which the own vehicle corresponding virtual circle C ₀ and the other vehicle corresponding virtual circle C ₁ are in contact with each other.

In the figure, of the combinations of the virtual circles C ₀ (1) to C ₀ (3) corresponding to the own vehicle and the virtual circles C ₁ (−6) to (6) corresponding to the other vehicle, the virtual circle C ₀ corresponding to the own vehicle. The case where duplication determination is performed for the combination of (1) and the other vehicle corresponding virtual circle C ₁ (2) is shown. In this case, for example, the collision determination unit 128 can determine whether or not the own vehicle corresponding virtual circle C ₀ (1) and the other vehicle corresponding virtual circle C ₁ (2) overlap. .

First, the collision determination unit 128 obtains a distance D from the center of the own vehicle corresponding virtual circle C ₀ (1) to the center of the other vehicle corresponding virtual circle C ₁ (2). The distance D can be obtained from the coordinates of the center of the virtual circle C ₀ (1) corresponding to the host vehicle and the coordinates of the center of the virtual circle C ₁ (2) corresponding to the other vehicle. Sonouede, the collision determination unit 128 determines the radius of the vehicle corresponding imaginary circle C ₀ r _0, the radius of the other vehicles corresponding imaginary circle C ₁ as r _1, whether the following equation 1 is satisfied.
r ₀ + r ₁ <D (Formula 1)

When Formula 1 is satisfied, as shown in the figure, the own vehicle-corresponding virtual circle C ₀ (1) and the other-vehicle corresponding virtual circle C ₁ (2) are in a separated state. Accordingly, the collision determination unit 128 in the same figure determines that the own vehicle corresponding virtual circle C ₀ (1) and the other vehicle corresponding virtual circle C ₁ (2) do not overlap when Expression 1 is satisfied. To do.

The collision determination unit 128 determines whether or not there is overlap as described above by taking the combination of the virtual circle C ₀ (1) for own vehicle and the virtual circle C ₁ (2) for other vehicle as described above. It is performed for each combination of the virtual circle C ₀ (1) for cars and the remaining virtual circle C ₁ for other cars. Furthermore, the collision determination unit 128 determines whether or not there is an overlap for each combination of the own vehicle corresponding virtual circle C ₀ (2) and each other vehicle corresponding virtual circle C ₁ . Further, the collision determination unit 128 determines whether or not there is an overlap for each combination of the own vehicle corresponding virtual circle C ₀ (3) and each other vehicle corresponding virtual circle C ₁ . That is, the collision determination unit 128, for each combination by the vehicle corresponding imaginary circle C ₀ and the other vehicle corresponding virtual circle C _1, it is determined for the presence of duplicates.

Then, based on the result of the determination as to whether or not there is an overlap for every combination of the own vehicle corresponding virtual circle C ₀ and the other vehicle corresponding virtual circle C ₁ , the collision determination unit 128 is as follows. A determination is made as to the possibility of collision between the host vehicle M and the target vehicle Mo. That is, the collision determination unit 128, among all the combination according to the vehicle corresponding imaginary circle C ₀ and the other vehicle corresponding virtual circle C _1, when it is determined that overlapping combination had at least one, It is determined that there is a possibility of collision. On the other hand, the collision determination unit 128 determines that there is no possibility of collision when it is determined that there is no overlap for all combinations of the virtual circle C ₀ corresponding to the host vehicle and the virtual circle C ₁ corresponding to the other vehicle. To do.

The positional relationship between the other vehicle corresponding virtual circle C ₁ and the vehicle corresponding imaginary circle C ₀ shown in FIG. 11, also duplicated in any combination according to the vehicle corresponding imaginary circle C ₀ and the other vehicle corresponding virtual circle C ₁ There is nothing. Therefore, the collision determination unit 128 in this case can determine that there is no possibility of collision.

On the other hand, when Formula 1 is not satisfied, the own vehicle corresponding virtual circle C ₀ (1) and the other vehicle corresponding virtual circle C ₁ (2) are in an overlapping state (including a state in contact). FIG. 12 shows the positional relationship between the own-vehicle corresponding virtual circle C ₀ and the other-vehicle corresponding virtual circle C ₁ when the collision determination unit 128 determines that there is a possibility of collision, as a comparison with FIG. . In this figure, the position of the host vehicle M corresponding to time (i) is different from that in FIG. 11, and accordingly, the host vehicle corresponding virtual circle C ₀ (2) with respect to the other vehicle corresponding virtual circle C ₁ (2). 1) The positions of C ₀ (2) and C ₀ (3) are different.
In the case of the positional relationship between the own vehicle corresponding virtual circle C ₀ (1) and the other vehicle corresponding virtual circle C ₁ (2) shown in FIG. Therefore, the collision determination unit 128 in this case determines that the own vehicle corresponding virtual circle C ₀ (1) and the other vehicle corresponding virtual circle C ₁ (2) overlap as shown in FIG. To do.
As described above, when it is determined that there is an overlap in at least one combination of the virtual circle C ₀ corresponding to the own vehicle and the virtual circle C ₁ corresponding to the other vehicle, it is determined that there is a possibility of collision. It will be. Therefore, the collision determination unit 128 in this case determines that there is a possibility of collision. In this way, the collision determination unit 128 can determine whether or not there is a possibility of collision between the host vehicle M and the target vehicle Mo at time (i) that is the determination target timing.

  Next, an example of a processing procedure executed by the vehicle control device 100 according to the present embodiment in relation to the lane change will be described with reference to the flowchart of FIG. The lane change control unit 120 determines whether or not a lane change event is set for a section where the host vehicle M is scheduled to travel after the current time (step S100). When it is determined that the lane change event is not set (step S100-NO), the lane change control unit 120 determines whether the lane change event is set for the next section by the same step S100. .

When it is determined that the lane change event is set (step S100-YES), as described above, the target position setting unit 122 in the lane change control unit 120 sets the target area TA (step S102).
Next, the lane change possibility determination unit 124 determines whether or not the host vehicle M can change lanes on the target area TA set in step S102 (step S104). If it is determined that the lane change is not possible (step S104—NO), for example, the process returns to step S102, and the target area TA is reset. Based on the reset target area TA, the determination in step S104 is performed again. On the other hand, if it is determined that the lane can be changed (YES in step S104), the second track generation unit 126 generates (corrects) the second track again (step S106).

  When the second trajectory is generated as described above, the collision determination unit 128 performs the collision determination as follows. First, the collision determination unit 128 determines whether or not the target vehicle Mo that is the target of the collision determination exists (step S108). Here, the target vehicle Mo is another vehicle that is currently recognized by the external recognition unit 104. The target vehicle Mo may be another vehicle currently recognized by the external world recognition unit 104 or may be a part thereof. As an example in which a part of other vehicles recognized by the external recognition unit 104 is the target vehicle Mo, the preceding vehicle mA, the front reference vehicle mB, and the rear reference vehicle mC described above can be the target vehicle Mo.

  When it is determined that the target vehicle Mo does not exist (step S108—NO), there is no other vehicle having a possibility of collision in the vicinity. Therefore, in this case, it is not necessary to perform a collision determination. Therefore, in this case, the traveling control unit 132 performs traveling control so that the lane change according to the second track is performed (step S122).

  When it is determined that the target vehicle Mo exists (step S108—YES), for example, the collision determination unit 128 determines the determination target from the position of the other vehicle track for each target vehicle Mo predicted by the external recognition unit 104. Another vehicle track corresponding to a predetermined time range around the time as the timing is acquired (step S110). With the processing in step S110, for example, as described with reference to FIG. 9, the predicted position corresponding to each time (i), (i + 1), (i + 2) depending on when the determination target timing is time (i). Each position of P (i), P (i + 1), and P (i + 2) is acquired as the other vehicle track.

Next, the collision determination unit 128, in orbit for each target vehicle Mo obtained in step S110, sets the other vehicle corresponding virtual circle _{C 1} of FIG. 9 (step S112). Further, the collision determination unit 128 sets a host vehicle-related virtual circle C ₀ corresponding to the target position K (i) of the host vehicle M at time (i) as the determination target timing (step S114).

The collision determination unit 128 performs overlap determination for each combination of the vehicle corresponding imaginary circle _{C 0} set by another vehicle corresponding virtual circle _{C 1} and the step S114 is set in step S112 (step S116). The determination in step S116 is performed for each target vehicle Mo when there are a plurality of target vehicles Mo. Here, the step S116, in the course of performing duplication judgment in order for each combination of the vehicle corresponding imaginary circle C ₀ and the other vehicle corresponding virtual circle C _1, if it is determined that there is overlap for combining certain There is. As can be understood from the above description, a determination result that there is a possibility of collision is derived when it is determined that there is an overlap for at least one combination. Therefore, as step S116, if it is determined that there is duplication for a certain combination in the course of performing duplication determination in order, it is not necessary to perform duplication determination for the remaining combinations at this stage.

  Next, the collision determination unit 128 determines whether or not there is a possibility of collision between at least one of the target vehicles Mo and the host vehicle M based on the result of the overlap determination in step S116 (step S118). .

  When it is determined that there is no possibility of a collision with any of the target vehicles Mo (step S118—NO), the traveling control unit 132 performs a lane change according to the currently set second track. Travel control is performed (step S122). On the other hand, when it is determined that there is a possibility of collision with at least one of the target vehicles Mo (step S118—YES), the traveling control unit 132 sets the speed of the host vehicle M as, for example, a speed. Control to change by decreasing or increasing is performed (step S120). By the control in step S120, for example, the collision predicted in step S118 is avoided. After that, the process is returned to step S102, whereby the second track is updated (corrected) for changing the lane.

  According to the vehicle control apparatus 100 in the present embodiment described above, the position of the own vehicle M on the own vehicle track at each future predetermined time and the future predetermined time of the other vehicle (target vehicle Mo) on the other vehicle track. Based on the distance to the position, a determination is made as to the possibility of collision between the host vehicle and another vehicle. Thereby, depending on this embodiment, it is possible to appropriately determine the possibility of collision between the host vehicle and another vehicle.

In addition, in the present embodiment, the host vehicle corresponding virtual circle C ₀ as the host vehicle track by the target position K at each future predetermined time of the host vehicle M and the future predetermined time of the target vehicle Mo (another vehicle). based on whether it overlaps with another vehicle corresponding imaginary circle C ₁ of the other vehicle trajectory by the predicted position P has been possible to determine the possibility of collision between the own vehicle M and the target vehicle Mo. Thus, by setting the space as the virtual circle corresponding to the own vehicle track and the other vehicle track, it is possible to accurately determine the possibility of collision. In addition, since the virtual circle has a circular shape, for example, compared with the case of setting a virtual space with another shape such as a rectangle, it is easy calculation, but the determination of the possibility of collision is performed. Can do.

Hereinafter, other embodiments (modifications) will be described. In the description so far, in the collision determination, the own vehicle corresponding virtual circle C ₀ is set on the own vehicle track, and the other vehicle corresponding virtual circle C ₁ is set on the other vehicle track. However, it is also possible to perform the collision determination without setting the vehicle corresponding imaginary circle C ₀ and the other vehicle corresponding imaginary circle C _1. In this case, for example, the collision determination unit 128, (corresponding to the center of the vehicle corresponding imaginary circle C ₀₎ 1 or more points which is set corresponding to the position on the vehicle trajectory corresponding to the time of the determination target If, obtaining the distance for each combination of the interpolation position between the predicted position and the predicted position on the other vehicle trajectory in time range corresponding to the time of the determination target (corresponding to the center of the other vehicle corresponding virtual circle C _1). In addition, the collision determination unit 128 compares it with a predetermined threshold for each obtained distance. For example, the collision determination unit 128 can determine that there is a possibility of collision if there is a distance that is equal to or less than the threshold among the obtained distances, and can determine that there is no possibility of collision if there is no distance that is equal to or less than the threshold.

Further, for example, a point is set without setting the own vehicle corresponding virtual circle C ₀ in correspondence with the position of the determination time on the own vehicle track, while another vehicle virtual circle C ₁ is set on the other vehicle track. May be. Sonouede for each combination with another car imaginary circle C ₁ of the set point and the other vehicle track on vehicle trajectory, whether it contains a point own vehicle on the track to the other vehicle virtual circle C ₁ Based on the determination result, whether or not there is a possibility of collision may be determined.

  In the present embodiment, only one point as the target position K corresponding to the time to be determined and a plurality of points as predicted positions P included in the time range corresponding to the time to be determined (that is, the interpolation position) The possibility of collision may be determined based on

  In the above embodiment, the collision determination is performed using the target position K on the second track in response to the determination that the lane change is possible and the generation of the second track. However, for example, the collision determination may be performed under the following procedure. That is, when the lane change control unit 120 determines that a lane change is necessary based on the speed of the preceding vehicle mA, the distance from the preceding vehicle mA, etc., the collision determination unit 128 generates a temporary second trajectory. To do. The provisional second trajectory may be a standard target position K pattern as a predetermined second trajectory, for example. Then, the collision determination unit 128 performs a collision determination with another vehicle using the temporary second track. Here, when it is determined that there is a possibility of a collision, for example, after changing the speed of the host vehicle M, a provisional second trajectory is generated again and a collision determination may be performed. Then, when it is finally determined that there is no possibility of collision, it is determined that the lane change is possible.

  Moreover, in the said embodiment, when driving on toll roads (automobile exclusive roads), such as a highway, the example which performs a collision determination at the timing which should change a lane is given. However, the collision determination in the present embodiment may be performed on a general road. Thus, when the collision determination in the present embodiment is performed on a general road, the host vehicle M is temporarily moved closer to the center of the roadway, for example, near an intersection or to avoid an obstacle or a person on the shoulder. In such a situation, it is possible to effectively avoid collision with other vehicles.

DESCRIPTION OF SYMBOLS 20 ... Finder, 30 ... Radar, 40 ... Camera, 50 ... Navigation apparatus, 60 ... Vehicle sensor, 70 ... Operation device, 72 ... Operation detection sensor, 80 ... Changeover switch, 90 ... Driving force output device, 92 ... Steering device , 94 ... Brake device, 100 ... Vehicle control device, 102 ... Own vehicle position recognition unit, 104 ... External world recognition unit, 106 ... Action plan generation unit, 110 ... Traveling mode determination unit, 112 ... First track generation unit, 120 ... Lane change control unit, 122 ... target position setting unit, 124 ... lane change possibility determination unit, 126 ... second track generation unit, 128 ... collision determination unit, 132 ... travel control unit, 140 ... control switching unit, 150 ... storage unit , M ... Vehicle

Claims (6)

A host vehicle track generation unit that generates a host vehicle track according to the position of the host vehicle at each predetermined time in the future;
Another vehicle track generation unit that generates another vehicle track according to the position of each other vehicle at a predetermined time in the future,
Each of the positions on the own vehicle track generated by the own vehicle track generation unit corresponds to the position on the own vehicle track and the time among the positions on the other vehicle track generated by the other vehicle track generation unit. A collision determination unit that determines the possibility of collision between the host vehicle and the other vehicle based on a distance from a position on the other vehicle track to be determined;
A vehicle control device comprising: The position on the other vehicle track corresponding to the position and time on the own vehicle track is the time corresponding to the position on the own vehicle track among the positions on the other vehicle track generated by the other vehicle track generation unit. It is a position included in a predetermined time range before and after,
The vehicle control device according to claim 1. The position on the other vehicle track corresponding to the position and time on the own vehicle track further includes a position obtained by interpolating between adjacent positions on the other vehicle track,
The vehicle control device according to claim 2. The collision determination unit
Collision based on the distance between the own vehicle corresponding virtual circle set for each position on the own vehicle track and the other vehicle corresponding virtual circle set for each position on the other vehicle track Determine the possibility,
The vehicle control device according to any one of claims 1 to 3. In-vehicle computer
Generates the own vehicle trajectory according to the position of the vehicle at a predetermined time in the future,
Generate other vehicle trajectory according to the position of each other vehicle at a predetermined time in the future,
Based on the distance between each of the generated positions on the own vehicle track and the position on the other vehicle track of the generated other vehicle track and the position on the other vehicle track corresponding to the determination time corresponding to the time Determining the possibility of collision between the host vehicle and the other vehicle,
Vehicle control method. On-board computer
Generate your own vehicle trajectory according to your vehicle's future position at each predetermined time,
Generate other vehicle trajectory according to the position of each other vehicle at a predetermined time in the future,
Based on the distance between each of the generated positions on the own vehicle track and the position on the other vehicle track of the generated other vehicle track and the position on the other vehicle track corresponding to the determination time corresponding to the time And determining the possibility of collision between the host vehicle and the other vehicle,
Vehicle control program.

Images