JP2017140857A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce a sense of discomfort given to an occupant in lane change control. A vehicle control system 100 is a vehicle control system that executes lane change control for changing a lane from a traveling lane to an adjacent lane, and has a vehicle speed acquisition unit that acquires the vehicle speed of the own vehicle and lane change control. A lane change time setting unit 15 that sets the lane change time, which is the time required for changing lanes according to the vehicle speed, and a lane change control unit 18 that executes lane change control based on the lane change time. The setting unit 15 sets the lane change time longer as the vehicle speed is smaller when the vehicle speed is smaller than the first predetermined value, and the lane change time is longer as the vehicle speed is higher when the vehicle speed is larger than the second predetermined value. The second predetermined value to be set is a value larger than the first predetermined value. [Selection diagram] Fig. 1

Description

  The present invention relates to a vehicle control system.

  A system that performs lane change control for automatically changing the lane in which a vehicle travels is known. For example, Patent Document 1 describes that when changing the lane of a vehicle, the time required for changing the lane is set shorter as the speed of the vehicle is higher.

JP 2009-078735 A

  However, the sensitivity of the occupant to lateral acceleration when changing lanes increases as the vehicle speed increases. For this reason, when the lane change is performed by the technique described in Patent Document 1, there is a possibility that the passenger may feel uncomfortable.

  Therefore, an object of the present invention is to reduce the uncomfortable feeling given to the occupant during the lane change control.

  In order to solve the above problems, the present invention provides a vehicle control system that executes lane change control for changing the lane of a host vehicle from a traveling lane to an adjacent lane, a vehicle speed acquisition unit that acquires the vehicle speed of the host vehicle, and a lane A lane change time setting unit that sets a lane change time, which is a time required for a lane change by change control, according to the vehicle speed, and a lane change control unit that executes lane change control based on the lane change time are provided. The time setting unit sets the lane change time longer as the vehicle speed is lower when the vehicle speed is lower than the first predetermined value, and increases the lane change time as the vehicle speed is higher when the vehicle speed is higher than the second predetermined value. The set second predetermined value is larger than the first predetermined value.

  ADVANTAGE OF THE INVENTION According to this invention, the discomfort given to a passenger | crew can be reduced in the lane change control.

It is a block diagram which shows the vehicle control system which concerns on this embodiment. It is a block diagram which shows the example of a function structure of a steering angle target production | generation part. It is a figure which shows the example of a steering pattern. It is a block diagram which shows the example of a function structure of a steering angle target production | generation part. It is a figure which shows the example of the production | generation of the path by a path production | generation part. It is a figure which shows the production | generation of the steering angle target by a path | pass following control part. It is a figure which shows the example of the setting of the lane change time by a lane change time setting part. It is a flowchart which shows the lane change control process in a vehicle control system. It is a flowchart which shows the lane change time setting process in the flowchart of FIG.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing a vehicle control system of the present embodiment. A vehicle control system 100 shown in FIG. 1 is a system that is mounted on a vehicle and controls the traveling of the vehicle. The vehicle control system 100 is configured to be able to execute automatic driving of the vehicle. Automatic driving is vehicle control in which a vehicle travels to a destination without being operated by a driver. A well-known configuration can be adopted as a configuration for executing the automatic operation. The vehicle control system 100 can switch between automatic driving and manual driving in which the driver drives the vehicle. The vehicle control system 100 according to the present embodiment executes lane change control that changes the host vehicle from a traveling lane to an adjacent lane. The lane change control of the vehicle control system 100 is executed as part of automatic driving or as driving assistance for a driver during manual driving.

  As shown in FIG. 1, the vehicle control system 100 includes an ECU [Electronic Control Unit] 10.

  Connected to the ECU 10 are a GPS receiver 1, an external sensor 2, an internal sensor 3, a map database 4, a driving operation detector 5, and an actuator 6.

  The GPS receiver 1 measures the position of the vehicle (for example, the latitude and longitude of the vehicle) by receiving signals from three or more GPS satellites. The GPS receiver 1 transmits the measured vehicle position information to the ECU 10.

  The external sensor 2 is a detection device that detects the surrounding environment of the vehicle. The external sensor 2 includes a camera, a radar [Radar], or a rider [LIDAR: Laser Imaging Detection and Ranging]. For example, the camera is provided on the back side of the windshield of the vehicle and images the front of the vehicle. The camera may be provided on the back and side surfaces of the vehicle. The camera transmits imaging information around the vehicle to the ECU 10. The camera may be a monocular camera or a stereo camera. The stereo camera has two imaging units arranged so as to reproduce binocular parallax.

  The radar detects obstacles outside the vehicle using radio waves (for example, millimeter waves). The radar detects an obstacle by transmitting a radio wave around the vehicle and receiving the radio wave reflected by the obstacle. The radar transmits the detected obstacle information to the ECU 10. The rider detects an obstacle using light instead of radio waves. The rider transmits the detected obstacle information to the ECU 10.

  The internal sensor 3 is a detection device that detects the traveling state of the vehicle. The internal sensor 3 includes a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor. The vehicle speed sensor is a detector that detects the speed of the vehicle. As the vehicle speed sensor, for example, a wheel speed sensor that is provided on a vehicle wheel or a drive shaft that rotates integrally with the wheel and detects the rotation speed of the wheel is used. The vehicle speed sensor transmits the detected vehicle speed information (wheel speed information) to the ECU 10.

  The acceleration sensor is a detector that detects the acceleration of the vehicle. The acceleration sensor includes, for example, a longitudinal acceleration sensor that detects acceleration in the longitudinal direction of the vehicle and a lateral acceleration sensor that detects lateral acceleration of the vehicle. For example, the acceleration sensor transmits vehicle acceleration information to the ECU 10. The yaw rate sensor is a detector that detects the yaw rate (rotational angular velocity) around the vertical axis of the center of gravity of the vehicle. As the yaw rate sensor, for example, a gyro sensor can be used. The yaw rate sensor transmits the detected yaw rate information of the vehicle to the ECU 10.

  The map database 4 is a database provided with map information. The map database is formed in, for example, an HDD [Hard Disk Drive] mounted on the vehicle. The map information includes, for example, road position information, road shape information (for example, curves, straight line types, curve curvatures, etc.), and intersection and branch point position information.

  The driving operation detection unit 5 is a device that detects an operation on the vehicle by the driver of the vehicle. When the vehicle has a lane change control start button, the driving operation detection unit 5 detects an on operation and an off operation of the lane change control start button. Note that the operation for instructing the start of the lane change control need not be detected by the button, and may be detected by the start lever.

  The driving operation detection unit 5 includes a direction indicator detection unit. The direction indicator detector is provided for the direction indicator operation lever of the vehicle and detects the operation of the direction indicator operation lever by the driver. The direction indicator detector transmits the detected operation of the direction indicator operation lever to the ECU 10. In the present embodiment, the operation of the direction indicator operation lever may be triggered by the occurrence of a lane change trigger.

  The actuator 6 is a device that executes vehicle travel control. The actuator 6 includes at least a throttle actuator, a brake actuator, and a steering actuator. The throttle actuator controls the amount of air supplied to the engine (throttle opening) in accordance with a control signal from the ECU 10 to control the driving force of the vehicle. When the vehicle is a hybrid vehicle, in addition to the amount of air supplied to the engine, a control signal from the ECU 10 is input to a motor as a power source to control the driving force. When the vehicle is an electric vehicle, a control signal from the ECU 10 is input to a motor as a power source to control the driving force. The motor as the power source in these cases constitutes the actuator 6.

  The brake actuator controls the brake system in accordance with a control signal from the ECU 10, and controls the braking force applied to the wheels of the vehicle. As the brake system, for example, a hydraulic brake system can be used. The steering actuator controls driving of an assist motor that controls steering torque in the electric power steering system in accordance with a control signal from the ECU 10. As a result, the steering actuator controls the steering torque of the vehicle.

  The ECU 10 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], a CAN [Controller Area Network] communication circuit, and the like. In the ECU 10, for example, various functions are realized by loading a program stored in the ROM into the RAM via the CAN communication circuit and executing the program loaded in the RAM by the CPU. The ECU 10 may be composed of a plurality of electronic control units. The ECU 10 has a function of executing automatic driving of the vehicle. The ECU 10 generates a travel plan for the vehicle in advance by a known method in order to execute automatic driving. The travel plan is data in which a position on the map of the vehicle is associated with a control target value (vehicle speed target, steering angle target) of the vehicle. The ECU 10 performs automatic driving of the vehicle according to the travel plan.

  Next, a functional configuration of the ECU 10 will be described. The ECU 10 includes a vehicle position recognition unit 11, a surrounding environment recognition unit 12, a traveling state recognition unit 13, a lane change trigger unit 14, a lane change time setting unit 15, a steering angle target generation unit 16, a vehicle speed target generation unit 17, and a lane change control. The part 18 is configured.

  The vehicle position recognition unit 11 recognizes the position of the vehicle on the map based on the position information of the GPS reception unit 1 and the map information of the map database 4. The position on the map of the vehicle is used by the vehicle control system 100 to determine the start of lane change control during automatic driving. The vehicle position recognition unit 11 uses the position information of a fixed obstacle such as a utility pole included in the map information of the map database 4 and the detection result of the external sensor 2 to detect the position of the vehicle by SLAM [Simultaneous Localization and Mapping] technology. May be recognized.

  The vehicle position recognition unit 11 recognizes the lateral position of the vehicle by a well-known image processing method based on a captured image (white line image) in front of the vehicle captured by an in-vehicle camera. The in-vehicle camera has a mounting position in the vehicle, and a range in which the camera captures an image is determined from the mounting position. Further, the positional relationship (positional relationship in plan view) between the camera mounting position and the center position of the vehicle is determined. For this reason, the vehicle position recognizing unit 11 can obtain the center position of the vehicle (lateral position of the vehicle) in the lane width direction from the positions of the two white lines on the left and right on the captured image of the camera. Instead of the camera, the white line may be recognized by a radar or a rider.

  The surrounding environment recognition unit 12 recognizes the surrounding environment of the vehicle based on the detection result of the external sensor 2. The surrounding environment includes the position of the obstacle with respect to the vehicle, the relative speed of the obstacle with respect to the vehicle, the moving direction of the obstacle with respect to the vehicle, and the like. The surrounding environment recognition unit 12 recognizes the surrounding environment of the vehicle by a known method based on the captured image of the camera, the obstacle information of the radar, or the obstacle information of the rider.

  The traveling state recognition unit 13 recognizes the traveling state of the vehicle based on the detection result from the internal sensor 3. The traveling state of the vehicle includes vehicle speed, vehicle acceleration, vehicle steering angle, and the like. In the present embodiment, the traveling state recognition unit 13 acquires at least the vehicle speed of the vehicle. The travel state recognition unit 13 sends information related to the travel state including the vehicle speed of the vehicle to the lane change time setting unit 15, the steering angle target generation unit 16, the vehicle speed target generation unit 17, and the lane change control unit 18.

  The lane change trigger unit 14 generates a trigger that triggers the start of lane change according to a driver's instruction or automatic driving. The lane change trigger unit 14 sends a trigger to the lane change time setting unit 15, the steering angle target generation unit 16, the vehicle speed target generation unit 17, and the lane change control unit 18.

  The lane change trigger unit 14 generates a trigger when, for example, the driving operation detection unit 5 receives a switch input for changing the lane by the driver. The lane change trigger unit 14 also triggers based on the recognition results by the vehicle position recognition unit 11, the surrounding environment recognition unit 12, and the travel state recognition unit 13 to determine that the vehicle travel position has reached a predetermined section. Or a trigger may be generated by detecting the absence of a vehicle in the vicinity.

  The lane change time setting unit 15 sets a lane change time that is a time required for the lane change by the lane change control according to the vehicle speed. The lane change time setting unit 15 sets the lane change time according to the vehicle speed, and the lane change control is executed based on the set lane change time, thereby reducing the uncomfortable feeling given to the occupant during the lane change control. It becomes possible. The specific contents of the lane change time setting will be described later with reference to FIG.

  The steering angle target generator 16 outputs a steering angle target according to the lane change time. A first example of the steering angle target generation process will be described with reference to FIGS. FIG. 2 is a block diagram illustrating an example of a functional configuration of the steering angle target generation unit 16A (16). As shown in FIG. 2, the steering angle target generation unit 16A includes a timer 16A-1, a lane change time ratio calculation unit 16A-2, and a steering pattern generation unit 16A-3, and is set by the lane change time setting unit 15. A steering angle target is generated based on the lane change time and the lane change trigger.

  The timer 16A-1 sends an elapsed time after the lane change trigger is generated by the lane change trigger unit 14 to the lane change time ratio calculating unit 16A-2.

  The lane change time ratio calculation unit 16A-2 calculates the lane change time elapsed ratio by dividing the elapsed time from the timer 16A-1 by the lane change time set by the lane change time setting unit 15. The lane change time ratio calculation unit 16A-2 sends the calculated elapsed ratio to the steering pattern generation unit 16A-3.

  The steering pattern generation unit 16A-3 refers to the steering pattern that defines the correspondence between the elapsed ratio and the steering angle, and outputs the steering angle target based on the elapsed ratio from the lane change time ratio calculation unit 16A-2. . A plurality of steering patterns are stored in advance as a look-up table, for example. FIG. 3 is a diagram illustrating an example of a steering pattern. The steering pattern example shown in FIG. 3 is shown as a graph with the elapsed ratio as the horizontal axis and the steering angle with the steering in the direction of the adjacent lane as the positive direction as the vertical axis. For example, the steering pattern generation unit 16A-3 may output the steering angle target with reference to a triangular wave steering pattern as shown in FIG. Further, the steering pattern generation unit 16A-3 may output a steering angle target with reference to a sinusoidal steering pattern as shown in FIG.

  Next, a second example of the steering angle target generation process will be described with reference to FIGS. FIG. 4 is a block diagram illustrating an example of a functional configuration of the steering angle target generation unit 16B (16). As shown in FIG. 4, the steering angle target generation unit 16B includes a lane change distance calculation unit 16B-1, a path generation unit 16B-2, and a path following control unit 16B-3, and is set by the lane change time setting unit 15. The steering angle target is generated based on the lane change time, the vehicle speed, and the lane change trigger.

  The lane change distance calculation unit 16B-1 calculates a lane change distance that is a distance necessary for the lane change by multiplying the lane change time set by the lane change time setting unit 15 by the vehicle speed. The lane change distance calculation unit 16B-1 sends the calculated lane change distance to the path generation unit 16B-2.

  The path generation unit 16B-2 generates a path that the vehicle should travel according to the lane change distance when the lane change trigger occurs. In other words, the path is a target trajectory on which the vehicle whose lane is changed from the travel lane to the adjacent lane by the lane change control travels. The path generation unit 16B-2 sends the generated path information to the path tracking control unit 16B-3. FIG. 5 is a diagram illustrating an example of path generation by the path generation unit 16B-2. As shown in FIG. 5, the path for changing lanes is the horizontal position of the center line of the lane in which the vehicle travels, where the traveling direction of the vehicle is the x axis and the adjacent lane direction (lateral direction) is the y axis. Is given as a smooth curve that moves laterally by the lane width W when the vehicle travels by the lane change distance L.

In the example shown in FIG. 5A, the lateral movement distance when traveling in the vehicle traveling direction by the movement distance X is Y, the lane change distance is L, and the lane width that is the lateral movement distance necessary for the lane change is W. Then, the path is expressed by the following equation (1).
Y = W / 2 · (1-cos (π · X / L)) (1)

The path may be expressed by the following formula (2).
Y = 2W · (X / L) ^ 2 (X ≦ L / 2)
Y = W-2W · (1-X / L) ^ 2 (X> L / 2) (2)

  Further, the path may be expressed by other higher-order polynomials. Further, the path generation unit 16B-2 may generate a path with reference to a lookup table that stores in advance the relationship between the movement distance X and the lateral movement distance Y in the vehicle traveling direction.

Further, as in the example illustrated in FIG. 5B, the path generation unit 16B-2 includes the lane center line CL1 (y = 0) before the lane change and the lane center line CL2 (y = W) before the lane change. On the other hand, a path may be generated by obtaining an internal dividing point corresponding to the movement distance X in the vehicle traveling direction. Points on lane center lines CL1 and CL2 corresponding to movement distance X in the vehicle traveling direction are point A (X0, Y0) and point B (X1, Y1), respectively, and the internal division ratio between point A and point B When an internal dividing point divided internally by R is a point C (X2, Y2), the internal division ratio R when x = X is expressed by the following equation (3).
R = 1/2 · (1-cos (π · X / L)) (3)
Then, the path generation unit 16B-2 generates a path by obtaining the coordinates of the point C by the following equation (4).
X2 = (1-R) X0 + R / X1
Y2 = (1-R) Y0 + R / Y1 (4)
In the formula (4), the following relationship is established.
X0 = X1 = X2 = X
Y0 = 0
Y1 = W

The path following control unit 16B-3 generates a steering angle target based on the path generated by the path generation unit 16B-2, and outputs the generated steering angle target. FIG. 6 is a diagram illustrating generation of the steering angle target θ by the path following control unit 16B-3. The path follow-up control unit 16B-3 generates the steering angle target θ based on the positional relationship between the vehicle C and the path P. Specifically, the path following control unit 16B-3 generates the steering angle target θ by the following equation (5) based on the offset amount δ of the vehicle C with respect to the path P and the attitude angle β of the vehicle C with respect to the path P. To do.
θ = K1 · δ + K2 · β (5)
K1 and K2 are gains multiplied by δ and β, respectively, in order to make the vehicle C follow the path P. That is, the gain is a coefficient value that gives weight to each of σ and β, and may be a predetermined value set in advance. The gain may be a value that is changed according to the vehicle speed.

  With reference to FIG. 1 again, the function of the ECU 10 will be described. The vehicle speed target generator 17 outputs a vehicle speed target according to the lane change time. For example, the vehicle speed target generator 17 outputs a vehicle speed target based on the elapsed rate with reference to a vehicle speed pattern that predetermines the correspondence between the elapsed rate of the lane change time and the vehicle speed. A plurality of vehicle speed patterns are stored in advance as a lookup table, for example.

  The lane change control unit 18 executes lane change control based on the steering angle target generated by the steering angle target generation unit 16 and the vehicle speed target generated by the vehicle speed target generation unit 17. Specifically, the lane change control unit 18 executes lane change control by causing the actuator 6 to perform throttle control, brake control, and steering control based on the steering angle target and the vehicle speed target. Note that the lane change control unit 18 may execute the lane change control based on only the steering angle target while keeping the vehicle speed constant.

  Next, the setting process of the lane change time by the lane change time setting part 15 is demonstrated with reference to FIG. The lane change time setting unit 15 sets the lane change time longer as the vehicle speed decreases when the vehicle speed is smaller than the first predetermined value. The lane change time setting unit 15 sets the lane change time longer as the vehicle speed increases when the vehicle speed is greater than the second predetermined value. Note that the second predetermined value is larger than the first predetermined value. FIG. 7 is a diagram illustrating an example of setting the lane change time by the lane change time setting unit 15 of the present embodiment.

As shown in FIG. 7, the lane change time setting unit 15 sets the lane change time longer as the vehicle speed is smaller when the vehicle speed is smaller than the threshold value V _T1 (first predetermined value), and the vehicle speed is set to the threshold value V _T2 ( When the vehicle speed is larger than the second predetermined value, the lane change time is set longer as the vehicle speed increases. The threshold value V _T1 and the threshold value V _T2 are predetermined values that can be set experimentally or in design, but may be set as follows, for example.

Since the traveling distance per fixed time becomes shorter as the vehicle speed is smaller, the steering angle required when changing lanes becomes larger as the vehicle speed is smaller. For this reason, the smaller the vehicle speed, the greater the steering angular speed (rotation speed of the steering wheel) when changing lanes. The threshold value V _T1 may be a vehicle speed value corresponding to the upper limit value of the steering angular velocity that does not give the passenger a sense of incongruity. Further, when a vehicle traveling at a certain vehicle speed changes lanes, lateral acceleration (lateral acceleration) is generated. The lateral acceleration increases as the vehicle speed increases. The threshold value V _T2 may be a vehicle speed value corresponding to the upper limit value of the lateral acceleration that does not give the passenger anxiety when changing lanes.

The lane change time setting unit 15 may set the lane change time to a predetermined value when the vehicle speed is not less than the threshold value V _{T1 and not} more than the threshold value V _T2 .

  When traveling at a low speed such as in a traffic jam, the traveling distance per fixed time is shortened. For this reason, if the lane change control is executed with a constant lane change time regardless of the vehicle speed, it is necessary to increase the rudder angle in order to complete the lane change within the predetermined time, and the steering wheel is higher than when driving at high speed. Since it rotates at a speed | rate, there exists a possibility of giving discomfort to a passenger | crew. In addition, when the lane change time is a fixed time, the lateral acceleration at the time of lane change is also constant, but as the vehicle speed increases, the occupant's sensitivity to the lateral acceleration increases. If the lane change control is executed at the same lane change time as when driving at a low speed, there is a risk that the passenger will feel uneasy or uncomfortable.

As shown in FIG. 7, when the vehicle speed is lower than the threshold value V _{T1, the} lane change time is set longer as the vehicle speed is lower. When the vehicle speed is higher than the threshold value V _T2 , the lane change time is set longer as the vehicle speed is higher. By executing the lane change control, the rotational speed of the steering wheel is suppressed when the lane is changed during low-speed driving, and the lateral acceleration during the lane change is reduced during high-speed driving. Any lane change can reduce anxiety and discomfort to the passenger.

  Subsequently, a control process in the vehicle control system 100 will be described with reference to FIGS. 8 and 9. FIG. 8 is a flowchart showing a lane change control process performed by the vehicle control system 100. The flowchart shown in FIG. 8 shows processing performed when a lane change trigger occurs.

  First, in step S1, the traveling state recognition unit 13 acquires the vehicle speed of the vehicle. The traveling state recognition unit 13 sends the acquired vehicle speed information to the lane change time setting unit 15.

  In step S2, the lane change time setting unit 15 sets the lane change time based on the vehicle speed. FIG. 9 is a flowchart showing the lane change time setting process in step S2 of FIG.

In step S11, the lane change time setting unit 15 determines whether or not the vehicle speed is smaller than the threshold value V _T1 . Further, the lane change time setting unit 15 determines whether the vehicle speed is greater than a threshold value V _T2. If it is determined that the vehicle speed is smaller than the threshold value V _T1 , the process proceeds to step S12. If it is determined that the vehicle speed is greater than or equal to threshold value V _T1 and less than or equal to threshold value V _T2 , the process proceeds to step S13. If it is determined that the vehicle speed is greater than the threshold value _VT2 , the process proceeds to step S14.

  In step S12, the lane change time setting unit 15 sets the lane change time longer as the vehicle speed decreases. In step S13, the lane change time setting unit 15 sets the lane change time to a predetermined value. In step S14, the lane change time setting unit 15 sets the lane change time longer as the vehicle speed increases.

  Referring to FIG. 8 again, in step S3, lane change control unit 18 executes lane change control based on the lane change time set in step S2. Specifically, lane change control is executed by controlling various actuators 6 based on a steering angle target and a vehicle speed target generated based on the lane change time.

As described above, according to the vehicle control system 100 of the present embodiment, when the vehicle speed is smaller than the first predetermined value (threshold value V _T1 ), the lane change time is set longer as the vehicle speed is smaller, and the vehicle speed is the second. If the vehicle speed is larger than the predetermined value (threshold value V _T2 ), the lane change control is executed by setting the lane change time longer as the vehicle speed increases. The feeling of incongruity given can be reduced.

  The present invention has been described in detail based on the embodiments. However, the present invention is not limited to the above embodiment. The present invention can be variously modified without departing from the gist thereof.

  DESCRIPTION OF SYMBOLS 1 ... GPS receiving part, 2 ... External sensor, 3 ... Internal sensor, 4 ... Map database, 5 ... Driving operation detection part, 6 ... Actuator, 11 ... Vehicle position recognition part, 12 ... Surrounding environment recognition part, 13 ... Running condition Recognizing unit, 14 ... lane change trigger unit, 15 ... lane change time setting unit, 16, 16A, 16B ... steering angle target generating unit, 16A-1 ... timer, 16A-2 ... lane change time rate calculating unit, 16A-3 ... Steering pattern generation unit, 16B-1 ... Lane change distance calculation unit, 16B-2 ... Path generation unit, 16B-3 ... Path tracking control unit, 17 ... Vehicle speed target generation unit, 18 ... Lane change control unit, 100 ... Vehicle Control system.

Claims (1)

A vehicle control system that executes lane change control for changing a lane from a driving lane to an adjacent lane,
A vehicle speed acquisition unit for acquiring the vehicle speed of the host vehicle;
A lane change time setting unit that sets a lane change time that is a time required for a lane change by the lane change control according to the vehicle speed;
A lane change control unit that executes the lane change control based on the lane change time;
With
The lane change time setting unit is
When the vehicle speed is smaller than a first predetermined value, the lane change time is set longer as the vehicle speed is smaller,
When the vehicle speed is greater than a second predetermined value, the lane change time is set longer as the vehicle speed is greater,
The second predetermined value is a value larger than the first predetermined value.
Vehicle control system.

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