JP7201310B2 - vehicle control system - Google Patents

Description

The present invention relates to vehicle control systems.

Conventionally, US Patent Application Publication No. 2014/0142799 is known as a technical document related to vehicle control systems. This publication describes a technique for estimating the predicted behavior of another vehicle based on the position, speed, and direction of the own vehicle, the position, speed, and direction of the other vehicle, and the surrounding environment of the own vehicle, and controlling the own vehicle. ing.

U.S. Patent Application Publication No. 2014/0142799

By the way, in a merging section where two lanes merge, a complicated situation arises in which the routes of the own vehicle traveling in one lane and another vehicle traveling in the other lane interfere with each other. In this situation, the other vehicle may hesitate whether to yield to the own vehicle or not. In this case, the conventional technology may not be able to accurately estimate the predicted behavior of the hesitant other vehicle, and may not be able to appropriately control the own vehicle.

Therefore, in this technical field, it is desired to provide a vehicle control system that can appropriately control the traveling of the own vehicle in the merging section according to the state of the other vehicle.

In order to solve the above problems, the present invention provides a vehicle control system for controlling the running of the own vehicle, comprising a vehicle position recognition unit that recognizes the position of the own vehicle and a running state recognition unit that recognizes the running state of the own vehicle. , another vehicle information acquisition unit that acquires other vehicle information related to the position of other vehicles around the own vehicle and the traveling state of the other vehicle, and the lane in which the own vehicle travels based on the position of the own vehicle and map information. A merging section recognition unit that recognizes a merging section where merging lanes merge, and a target vehicle that interferes with the own vehicle exists in the merging lane based on the position of the own vehicle, map information, the running state of the own vehicle, and other vehicle information. and a target vehicle determination unit that determines whether or not the target vehicle exists in the merging lane , based on other vehicle information including information on the position of the subject vehicle, the merging section, and the target vehicle. Using a data table prescribing the relationship between the relative distance between the vehicle and the target vehicle, the distance from the own vehicle to the end point of the merging section, and the acceptance intention of the target vehicle, the target vehicle has the intention to accept the target vehicle ahead. an acceptance intention determination unit for determining whether the target vehicle has an intention to accept the vehicle from behind, or whether the target vehicle is in a confused state with neither an intention to accept from the front nor an intention to accept from behind; If it is determined that the target vehicle has the intention to accept from the front, control the running of the own vehicle so that it leads the target vehicle in the merging section. and a vehicle control unit for controlling the running of the own vehicle so that the acceptance intention determination unit, when determining that the target vehicle is in a lost state, provides information on the position of the own vehicle, the merging section, and the target vehicle. Based on the other vehicle information included , it is determined whether the target vehicle is in a state close to the intention to accept from the front or whether the target vehicle is in a state close to the intention to accept from the rear, and the vehicle control unit determines whether the target vehicle is close to the intention to accept from the front. When it is determined that the subject vehicle is in a state, the subject vehicle is acted upon by accelerating the subject vehicle, and when the subject vehicle is determined to be in a state close to the intention of receiving backward, the subject vehicle is acted on by decelerating the subject vehicle.

As described above, according to the vehicle control system of the present invention, it is possible to appropriately control the traveling of the own vehicle in the merging section according to the state of the other vehicle.

1 is a block diagram showing a vehicle control system according to this embodiment; FIG. (a) It is a top view which shows the case where the own vehicle merges ahead of a target vehicle. (b) is a plan view showing a case where the subject vehicle merges so as to follow the target vehicle; FIG. 4 is a plan view for explaining parameters used for determining acceptance intention of a target vehicle; (a) It is a graph which shows the relationship between the relative distance and relative speed of a self-vehicle and a target vehicle, and an acceptance intention. (b) is a graph showing the relationship between the relative distance between the own vehicle and the target vehicle, the distance from the own vehicle to the end of the merging section, and the acceptance intention; 4 is a flowchart showing control of own vehicle in a merging section; 9 is a flow chart showing another example of control of own vehicle in a merging section;

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a block diagram showing a vehicle control system 100 according to this embodiment. A vehicle control system 100 shown in FIG. 1 is mounted on a vehicle such as a passenger car (hereinafter referred to as the own vehicle), and controls travel of the own vehicle. The vehicle control system 100 is a system for controlling the travel of the own vehicle in a merging section where the travel lane in which the own vehicle travels and the merging lane merge, taking into account the intention of other vehicles to accept. The acceptance intention will be described later. The vehicle control system 100 contributes to a smooth interrelationship between an automatically operated vehicle and a non-automated (manually operated) vehicle. Non-automated vehicles include vehicles that are under driving support control such as cruise control.

[Configuration of vehicle control system]
A configuration of the vehicle control system 100 will be described. A vehicle control system 100 includes an ECU (Electronic Control Unit) 10 that controls the system in a centralized manner. 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. The ECU 10 implements various functions by, for example, loading programs stored in the ROM into the RAM and executing the programs loaded into the RAM by the CPU. A GPS receiver 1 , an external sensor 2 , an internal sensor 3 , a map database 4 , and an actuator 5 are connected to the ECU 10 .

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 positional information of the own vehicle to the ECU 10 .

The external sensor 2 is a detection device that detects the surrounding conditions of the vehicle. External sensor 2 includes at least one of a camera and a radar sensor.

A camera is imaging equipment that captures an image of the external situation of the own vehicle. The camera is provided behind the windshield of the vehicle. The camera transmits to the ECU 10 imaging information regarding the external situation of the own vehicle. The camera may be a monocular camera or a stereo camera. A stereo camera has two imaging units arranged to reproduce binocular parallax. The imaging information of the stereo camera also includes information in the depth direction.

A radar sensor uses radio waves (for example, millimeter waves) or light to detect obstacles around the vehicle. A radar sensor detects obstacles by transmitting radio waves or light around the vehicle and receiving radio waves or light reflected by the obstacles. The radar sensor transmits detected obstacle information to the ECU 10 . Obstacles include stationary obstacles such as guardrails and buildings, as well as moving obstacles such as pedestrians, bicycles, and other vehicles.

The internal sensor 3 is a detection device that detects the running state of the own vehicle. Internal sensors 3 include a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor. A vehicle speed sensor is a detector that detects the speed of the host vehicle. As the vehicle speed sensor, for example, a wheel speed sensor that is provided for a wheel of the host vehicle 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 detected vehicle speed information (wheel speed information) to the ECU 10 .

The acceleration sensor is a detector that detects acceleration of the own vehicle. The acceleration sensor includes, for example, a longitudinal acceleration sensor that detects the longitudinal acceleration of the vehicle and a lateral acceleration sensor that detects the lateral acceleration of the vehicle. An acceleration sensor transmits the acceleration information of the own vehicle to ECU10, for example. 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. A gyro sensor, for example, can be used as the yaw rate sensor. The yaw rate sensor transmits the detected yaw rate information of the host vehicle to the ECU 10 .

The map database 4 is a database that stores map information. The map database 4 is formed, for example, in an HDD (Hard Disk Drive) mounted on the vehicle. The map information includes road position information, road shape information (for example, curves, types of straight sections, curvature of curves, etc.), position information of intersections and branch points, position information of structures, and the like. The map information also includes information (position and length) of a merging section where two lanes merge, and information on the position of the end of the merging section.

The actuator 5 is a device that executes travel control of the host vehicle. Actuators 5 include 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) according to a control signal from the ECU 10, thereby controlling the driving force of the host vehicle. When the own 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 the motor as the power source to control the driving force. When the own 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. A motor as a power source in these cases constitutes the actuator 5 .

The brake actuator controls the brake system according to a control signal from the ECU 10 and controls the braking force applied to the wheels of the own vehicle. A hydraulic brake system, for example, can be used as the brake system. The steering actuator controls driving of an assist motor that controls steering torque in the electric power steering system according to a control signal from the ECU 10 . Thereby, the steering actuator controls the steering torque of the host vehicle.

Next, the functional configuration of the ECU 10 will be described. The ECU 10 has a vehicle position recognition unit 11, a driving state recognition unit 12, another vehicle information acquisition unit 13, a merging section recognition unit 14, a target vehicle determination unit 15, an acceptance intention determination unit 16, and a vehicle control unit 17. .

The vehicle position recognition unit 11 recognizes the position of the own vehicle on the map based on the position information of the GPS reception unit 1 and the map information of the map database 4 . In addition, the vehicle position recognition unit 11 uses the position information of fixed obstacles such as utility poles included in the map information of the map database 4 and the detection results of the external sensor 2 to automatically detect the position of the vehicle by SLAM (Simultaneous Localization and Mapping) technology. Recognize vehicle location. The vehicle position recognition unit 11 may also recognize the position of the own vehicle on the map by other well-known methods.

The running state recognition unit 12 recognizes the running state of the own vehicle based on the detection result of the internal sensor 3 . The running state includes the vehicle speed of the host vehicle. The running state may include the acceleration of the host vehicle, and may include the yaw rate (orientation) of the host vehicle.

The other vehicle information acquisition unit 13 acquires other vehicle information about other vehicles around the own vehicle based on the detection result of the external sensor 2 . The other vehicle information includes at least the position of the other vehicle and the running state of the other vehicle. The running state of the other vehicle includes the vehicle speed of the other vehicle. The traveling state of the other vehicle may include the acceleration of the other vehicle and may include the orientation of the other vehicle. The other vehicle information acquisition unit 13 may acquire the other vehicle information through inter-vehicle communication.

The merging section recognition unit 14 recognizes a merging section (including the start point and the end point of the merging section) where the lane in which the host vehicle travels and the merging lane join. Here, the merging lane is not limited to the lane on the merging side, and the case where the driving lane is the lane on the merging side and the merging lane is the lane on the main road is also included in the description of the present embodiment. The merging section also includes a section adjacent to the lane on the merging side among the lanes of the merging main road.

The merging section recognition unit 14 recognizes the lane in which the vehicle is traveling based on the position of the vehicle on the map recognized by the vehicle position recognition unit 11 and the map information of the map database 4 . The merging section recognition unit 14 recognizes a merging section (a merging section where the driving lanes merge or a merging section where the driving lanes merge) ahead of the own vehicle based on the map information. Note that the merging section recognizing section 14 may further use the orientation of the host vehicle recognized by the traveling state recognizing section 12 to recognize the driving lane and the merging section.

The target vehicle determination unit 15 determines whether or not a target vehicle that interferes with the own vehicle exists in the merging lane. The target vehicle means another vehicle that is predicted to approach within a certain distance of the subject vehicle when the vehicle merges in the merging section. Merging includes both when the vehicle is driving in the merging lane and merges with the main road, and when the vehicle is driving on the main road and another vehicle is merging from the merging lane. be

The target vehicle determination unit 15 determines the position of the own vehicle recognized by the vehicle position recognition unit 11, the running state of the own vehicle recognized by the running state recognition unit 12, the map information of the map database 4, and the other vehicle information acquired by the other vehicle information acquisition unit 13. Based on the other vehicle information and the merging section recognized by the merging section recognition unit 14, it is determined whether or not the target vehicle is present in the merging lane. The target vehicle determination unit 15 can determine whether or not the target vehicle is present in the merging lane by a well-known method.

The acceptance intention determination unit 16 determines the acceptance intention of the target vehicle when the target vehicle determination unit 15 determines that the target vehicle is present in the merging lane. The acceptance intention determination unit 16 determines the acceptance intention of the target vehicle based on the position of the host vehicle, map information, running state, other vehicle information, and the merging section. Specifically, the acceptance intention determination unit 16 determines whether the target vehicle has a front acceptance intention to lead the own vehicle, whether the target vehicle has a rear acceptance intention to follow the vehicle, and whether the target vehicle has a front acceptance intention and a rear acceptance intention. It is determined whether there is a hesitation state that does not have any of

The forward acceptance intention is the intention of the driver of the target vehicle to allow the target vehicle to lead the target vehicle at the time of merging and accept that the target vehicle will be the leading vehicle of the target vehicle. The intention to accept the rear is the intention of the driver of the target vehicle to accept that the target vehicle will lead the target vehicle (let the target vehicle follow the target vehicle) at the time of merging, and that the target vehicle will follow the target vehicle. be. The hesitation state is a state in which the driver of the target vehicle is unsure whether to accept the host vehicle forward or backward.

Here, FIG. 2(a) is a plan view showing a case where the own vehicle merges with the target vehicle so as to precede it. FIG. 2A shows the own vehicle M, the target vehicle N, the traveling lane R1 in which the own vehicle M travels, the merging lane R2 in which the target vehicle N travels, the adjacent lane R3 adjacent to the merging lane R2, the merging section C, the merging Indicates the end of the interval _CE . In addition, in FIG. 2(a), own vehicle Mt1 and target vehicle Nt1 at time t1, and own vehicle Mt2 and target vehicle Nt2 at time t2 are indicated by one-dot chain lines.

FIG. 2(a) shows a situation in which the acceptance intention determination unit 16 has determined that the target vehicle N has an intention to accept forward. In this case, the vehicle control system 100 controls the traveling of the own vehicle M so as to lead the target vehicle N and merges in front of the target vehicle N. In addition, the control of the travel of the own vehicle M will be described later.

FIG. 2(b) is a plan view showing a case where the own vehicle merges with the target vehicle so as to follow it. FIG. 2(b) shows a situation in which the acceptance intention determination unit 16 has determined that the target vehicle N has an intention to accept backward. In this case, the vehicle control system 100 controls the traveling of the host vehicle M so as to follow the target vehicle N and merge behind the target vehicle N.

FIG. 3 is a plan view for explaining parameters used for determining the acceptance intention of the target vehicle. FIG. 3 shows a forward vehicle NF traveling in front of the target vehicle N on the merging lane R2, a relative distance A1 between the target vehicle N and the forward vehicle NF, a distance A2 between the host vehicle M and the terminal _CE of the merging section C, A relative distance (distance in the direction in which the main road extends) E1 between the own vehicle M and the target vehicle N is shown. In addition to the relative distance A1 between the target vehicle N and the forward vehicle NF, the distance A2 between the host vehicle M and the terminal _CE of the merging section C, and the relative distance E1 between the host vehicle M and the target vehicle N Therefore, the relative speed E2 between the own vehicle M and the target vehicle N and the relative acceleration E3 between the own vehicle M and the target vehicle N can be used to determine the acceptance intention of the target vehicle N.

The acceptance intention determination unit 16 calculates the relative distance A1 between the target vehicle N and the forward vehicle NF based on both the position of the own vehicle and the other vehicle information. The acceptance intention determination unit 16 calculates the distance A2 between the own vehicle M and the end CE of the merging section _C based on both the position of the own vehicle and the map information. The acceptance intention determination unit 16 calculates the relative distance E1 between the own vehicle M and the target vehicle N based on both the position of the own vehicle and the other vehicle information. Here, it is assumed that the traveling direction of the target vehicle N is the extending direction of the main roadway, but the extending direction of the main roadway may be recognized based on the map information. The acceptance intention determination unit 16 recognizes the relative speed E2 and the relative acceleration E3 of the own vehicle M and the target vehicle N based on both the running state of the own vehicle and the other vehicle information.

The acceptance intention determination unit 16 can determine the acceptance intention using at least two of the parameters described above. Here, FIG. 4(a) is a graph showing the relationship between the relative distance E1 and the relative speed E2 between the own vehicle M and the target vehicle N and the acceptance intention. The graph shown in FIG. 4(a) is modeled based on actual human behavior data. The vertical axis of FIG. 4(a) is the relative speed between the own vehicle M and the target vehicle N. In FIG. The horizontal axis is the relative distance between the host vehicle M and the target vehicle N (the distance in the direction in which the main road extends). FIG. 4(a) shows the human behavior data of the intention to accept from the front as a black range. Human behavior data for backward acceptance intent are shown as white areas. Human behavior data in a hesitation state is shown as a hatched range.

The graph of FIG. 4(a) is divided into a front acceptance intention area, a rear acceptance intention area, and a lost state area. FIG. 4(a) shows boundary lines H1 and H2 between the forward acceptance area and the rearward acceptance area, boundary line H3 between the confused state area and the forward acceptance area, and the confused state area and the backward acceptance intention. shows a boundary line H4 with the area of . The area intended for forward acceptance is the area on the right side of the boundary lines H1-H3. The areas intended for rearward acceptance are the areas to the left of the boundaries H1, H2 and H4. The confused area is an area surrounded by boundary lines H3 and H4.

The acceptance intention determination unit 16 determines the relationship shown in FIG. is used to determine the acceptance intention of the target vehicle. The acceptance intention determination unit 16 determines that the acceptance intention of the target vehicle N is the forward acceptance intention when the points obtained by plotting the relative distance E1 and the relative speed E2 on the graph of FIG. judge. If the plotted points of the relative distance E1 and the relative speed E2 are positioned in the region of the intention to accept backward, the acceptance intention determination unit 16 determines that the intention to accept the target vehicle N is the intention to accept backward. The acceptance intention determination unit 16 determines that the acceptance intention of the target vehicle N is in a confused state when the plotted points of the relative distance E1 and the relative speed E2 are located in the confused state region.

FIG. 4(b) is a graph showing the relationship between the relative distance E1 between the host vehicle M and the target vehicle N and the distance A2 from the host vehicle M to the terminal end _CE of the merging section and the acceptance intention. The vertical axis of FIG. 4(b) is the relative distance E1 between the own vehicle M and the target vehicle N. As shown in FIG. The horizontal axis is the distance A2 from the own vehicle M to the terminal _CE of the merging section. In FIG. 4(b), the human behavior data for forward acceptance intention is shown as a black range. Human behavior data for backward acceptance intent are shown as white areas. Human behavior data in a hesitation state is shown as a hatched range.

The graph of FIG. 4(b) is also divided into a front acceptance intention area, a rear acceptance intention area, and a hesitation state area. FIG. 4(b) shows a boundary line K1 between the forward acceptance area and the rearward acceptance area, a boundary line K2 between the confused state area and the forward acceptance area, and a confused state area and the backward acceptance area. and a boundary line K3. The area intended for forward acceptance is the area above the boundary lines K1 and K2. The area intended for rearward acceptance is the area below the boundary lines K1 and K3. The confused area is an area surrounded by boundary lines K2 and K3.

The acceptance intention determination unit 16 determines the distance shown in _FIG . The acceptance intention of the target vehicle N may be determined by using the relationship. As in the case of FIG. 4B, the acceptance intention determination unit 16 can determine the acceptance intention of the target vehicle N from the points obtained by plotting the relative distance E1 and the distance A2 on the graph of FIG. 4B. .

4(a) and 4(b) have been exemplified for easy understanding, the acceptance intention determination unit 16 does not need to plot on the graph, and at least two The acceptance intention of the target vehicle N can be determined using a data table that defines the relationship between parameters and acceptance intention. The data table may be a data table in which the relationship between the relative distance E1 and the relative speed E2 between the own vehicle M and the target vehicle N and the acceptance intention is set in advance. It may be a data table that defines the relationship between the distance A2 from the vehicle M to the end _CE of the merging section and the acceptance intention. The data table may be a data table defining relationships between three or more of the above parameters and acceptance intent.

When it is determined that the target vehicle N is in a lost state, the acceptance intention determination unit 16 determines whether the target vehicle N is in a state close to the intention to accept forward or close to the intention to accept backward. The acceptance intention determination unit 16 plots the relative distance E1 and the relative speed E2 between the host vehicle M and the target vehicle N on the graph of FIG. (that is, on the boundary line H3 side), it is determined that the target vehicle N is in a state close to the intention of receiving from the front. If the points plotted on the graph of FIG. 4(a) are located on the side of the forward acceptance intention area (that is, on the boundary line H4 side) of the area of the hesitation state, the acceptance intention determination unit 16 determines that the target vehicle N is moving backward. It is determined that the state is close to the acceptance intention.

Note that the acceptance intention determination unit 16 uses a data table that defines the relationship between at least two parameters and acceptance intentions (state close to front acceptance intention, state close to rear acceptance intention) to determine whether the target vehicle N is in front acceptance intention. It may be determined whether the vehicle is in a near state or a state near the rearward acceptance intention.

The vehicle control unit 17 controls traveling of the own vehicle M in the merging section C. FIG. The vehicle control unit 17 performs normal travel control of the own vehicle M in the merging section C when the object vehicle determination unit 15 determines that the object vehicle N that interferes with the own vehicle M does not exist in the merging lane. The normal running control of the own vehicle M in the merging section C is the control of running so that the own vehicle M merges with the main road (in this case, the merging lane) when the own vehicle M is on the merging side. . If the own vehicle M is on the merging side, the control is such that the vehicle M runs on the main road (the driving lane in this case) as it is.

The vehicle control unit 17 controls traveling of the own vehicle M in the merging section C based on the determination result of the acceptance intention determination unit 16 . The vehicle control unit 17 controls traveling of the own vehicle M by transmitting a control signal to the actuator 5 . When the vehicle control unit 17 determines that the target vehicle N has an intention to accept forward, the vehicle control unit 17 controls the travel of the host vehicle M so as to lead the target vehicle N in the merging section C (see FIG. 2(a)). That is, the vehicle control unit 17 controls the running of the own vehicle M so that the own vehicle M becomes the preceding vehicle of the target vehicle N after the merging.

When the vehicle control unit 17 determines that the target vehicle N has an intention to accept the vehicle from behind, the vehicle control unit 17 controls the travel of the host vehicle M so as to follow the target vehicle N in the merging section C (see FIG. 2B). That is, the vehicle control unit 17 controls traveling of the vehicle M so that the vehicle M follows the target vehicle N after the merging. The control of running of the own vehicle M can be realized by a well-known technique.

If the vehicle control unit 17 determines that the target vehicle N is in a state close to the intention to accept forward after it is determined that the target vehicle N is in a lost state, the vehicle control unit 17 causes the target vehicle N to work by accelerating the host vehicle M ( The target vehicle N has an intention to accept forward). The vehicle control unit 17 controls traveling of the own vehicle M so that the own vehicle M has an acceleration equal to or greater than the acceleration threshold. The acceleration threshold is a preset value for the acceleration challenge. The acceleration threshold value may be changed according to the relative relationship between the target vehicle N and the own vehicle M (relationship of position, speed, acceleration, etc.).

After it is determined that the target vehicle N is in a lost state, the vehicle control unit 17 determines that the target vehicle N is in a state close to the intention to receive the vehicle N from behind, and then decelerates the host vehicle M to work on the target vehicle N ( The target vehicle N is encouraged to have the rear acceptance intention). The vehicle control unit 17 controls the traveling of the vehicle M so that the vehicle M decelerates at a deceleration threshold value or more (that is, has a negative acceleration). The deceleration threshold is a preset value for deceleration incentives. The deceleration threshold value may be changed according to the relative relationship between the target vehicle N and the own vehicle M (relationships such as position, speed, acceleration, etc.).

[Control of own vehicle in merging section of vehicle control system]
Next, the control of the own vehicle M in the merging section C by the vehicle control system 100 of this embodiment will be described. FIG. 5 is a flowchart showing control of the own vehicle M in the merging section C. As shown in FIG.

The flowchart shown in FIG. 5 is executed when the host vehicle M under running control (for example, during automatic driving) approaches the merging section C within a certain distance. In this case, the ECU 10 has already recognized the confluence section C on the map. The constant distance is set with an appropriate margin so that the target vehicle N can follow the target vehicle N depending on the situation of the target vehicle N even after the target vehicle N is urged by the acceleration of the own vehicle M.

As shown in FIG. 5, the ECU 10 of the vehicle control system 100 recognizes the position of the own vehicle M by the vehicle position recognition section 11 as S10. Further, the ECU 10 recognizes the running state of the host vehicle M using the running state recognition section 12 and acquires other vehicle information using the other vehicle information acquisition section 13 .

In S<b>12 , the ECU 10 uses the target vehicle determination unit 15 to determine whether or not the target vehicle N that interferes with the host vehicle M is present in the merging lane. The target vehicle determination unit 15 determines whether or not the target vehicle N exists in the merging lane based on the position of the own vehicle, the running state of the own vehicle, the map information, and the other vehicle information. When the ECU 10 determines that the target vehicle N does not exist in the merging lane (S12: NO), the process proceeds to S14. When the ECU 10 determines that the target vehicle N is present in the merging lane (S12: YES), the process proceeds to S16.

In S<b>14 , the ECU 10 performs normal control of the own vehicle M in the merging section C using the vehicle control unit 17 . The vehicle control unit 17 controls traveling of the own vehicle M by transmitting a control signal to the actuator 5 . The vehicle control unit 17 controls traveling of the own vehicle M so that the own vehicle M merges with the main road when the own vehicle M is on the merging side, and when the own vehicle M is on the merging side. controls the running of the own vehicle M so that it runs on the main road as it is. After that, the ECU 10 terminates the current control.

In S16, the ECU 10 determines whether or not the target vehicle N has an intention to receive from the front by the acceptance intention determination unit 16 . The acceptance intention determination unit 16 makes the above determination based on the position of the own vehicle, the running state of the own vehicle, and other vehicle information. The acceptance intention determination unit 16 calculates a relative distance E1 and a relative speed E2 between the host vehicle M and the target vehicle N based on, for example, the position of the host vehicle, the running state of the host vehicle, and other vehicle information. And the above determination is made using a data table in which the relationship between the relative speed E2 and the acceptance intention is set in advance.

The ECU 10 proceeds to S18 when it is determined that the target vehicle N has the intention of receiving from the front (S16: YES). When the ECU 10 determines that the target vehicle N does not have an intention to accept forward (S16: NO), the ECU 10 proceeds to S20.

In S<b>18 , the ECU 10 causes the vehicle control unit 17 to control the running of the own vehicle M so that it leads the target vehicle N in the merging section C. The vehicle control unit 17 controls the traveling of the own vehicle M so that the own vehicle M becomes the preceding vehicle of the target vehicle N. After that, the ECU 10 terminates the current control.

In S<b>20 , the ECU 10 determines whether or not the target vehicle N has the intention of rearward acceptance by the acceptance intention determination section 16 . The acceptance intention determination unit 16 makes the above determination based on the position of the own vehicle, the running state of the own vehicle, and other vehicle information. The ECU 10 proceeds to S22 when it is determined that the target vehicle N has the rearward acceptance intention (S20: YES). When the ECU 10 determines that the target vehicle N does not have the rearward acceptance intention (S20: NO), the ECU 10 proceeds to S24. The case where it is determined that the target vehicle N does not have the rearward acceptance intention corresponds to the case where it is determined that the target vehicle N is in a lost state.

In S<b>22 , the ECU 10 controls the vehicle M to follow the target vehicle N in the merging section C by the vehicle control unit 17 . The vehicle control unit 17 controls traveling of the own vehicle M so that the own vehicle M follows the target vehicle N. After that, the ECU 10 terminates the current control.

In S24, the ECU 10 determines whether or not the target vehicle N is in a state close to the forward acceptance intention by the acceptance intention determination unit 16 . The acceptance intention determination unit 16 makes the above determination based on the position of the own vehicle M, the running state of the own vehicle M, and other vehicle information. Specifically, the acceptance intention determination unit 16 calculates the relative distance E1 and the relative speed E2 between the host vehicle M and the target vehicle N based on, for example, the position of the host vehicle M, the running state of the host vehicle M, and other vehicle information. The above determination is made using a data table in which the relation between the relative distance E1 and the relative speed E2 and the acceptance intention (whether or not the target vehicle N is in a state close to the intention to accept forward) is set in advance.

When the ECU 10 determines that the target vehicle N is in a state close to the intention to accept forward (S24: YES), the process proceeds to S28. When the ECU 10 determines that the target vehicle N is not in a state close to the intention to accept forward (S24: NO), the process proceeds to S26. The case where it is determined that the target vehicle N is not in a state close to the intention to accept from the front corresponds to the case where it is determined that the target vehicle N is in a state close to the intention to accept from the rear.

In S<b>26 , the ECU 10 causes the vehicle control unit 17 to decelerate the host vehicle M to act on the target vehicle N. The vehicle control unit 17 performs deceleration so that the target vehicle N has an intention to accept the vehicle from behind. After that, the ECU 10 proceeds to S30.

In S<b>28 , the ECU 10 causes the vehicle control unit 17 to accelerate the host vehicle M to act on the target vehicle N. The vehicle control unit 17 performs an approach through acceleration so that the target vehicle N has an intention to accept forward. After that, the ECU 10 proceeds to S30.

In S<b>30 , the ECU 10 recognizes the position of the host vehicle M using the vehicle position recognition section 11 . Further, the ECU 10 recognizes the running state of the host vehicle M using the running state recognition section 12 and acquires other vehicle information using the other vehicle information acquisition section 13 . That is, the ECU 10 acquires the latest various information.

At S<b>32 , the ECU 10 determines whether the target vehicle N has the intention to accept from the front or is in a state close to the intention to accept from the front by the acceptance intention determination unit 16 . The acceptance intention determination unit 16 makes the above determination based on the position of the own vehicle, the running state of the own vehicle, and other vehicle information recognized or acquired in S30. When the ECU 10 determines that the target vehicle N has the intention to accept from the front or is in a state close to the intention to accept from the front (S32: YES), the ECU 10 proceeds to S34. When the ECU 10 does not determine that the target vehicle N has the intention to accept from the front or is in a state close to the intention to accept from the front (S32: NO), the ECU 10 proceeds to S36. The case where it is not determined that the target vehicle N has the intention to accept from the front or is in a state close to the intention to accept from the front means that the target vehicle N has the intention to accept from the rear or is in a state where the target vehicle N is close to the intention to accept from the rear. corresponds to the case

In S<b>34 , the ECU 10 causes the vehicle control unit 17 to control the running of the own vehicle M so that it leads the target vehicle N in the merging section C. The vehicle control unit 17 controls the traveling of the own vehicle M so that the own vehicle M becomes the preceding vehicle of the target vehicle N. After that, the ECU 10 terminates the current control.

At S<b>36 , the ECU 10 causes the vehicle control unit 17 to control the running of the own vehicle M so that it follows the target vehicle N in the merging section C. The vehicle control unit 17 controls traveling of the own vehicle M so that the own vehicle M follows the target vehicle N. After that, the ECU 10 terminates the current control.

[Action and effect of vehicle control system]
According to the vehicle control system 100 according to the present embodiment described above, when the target vehicle N that interferes with the own vehicle M exists in the merging lane, the acceptance intention of the target vehicle N is determined, and appropriate control is performed according to the determination result. The running of the own vehicle M can be controlled immediately. Moreover, in the vehicle control system 100, when the target vehicle N is in a confused state with neither the front acceptance intention nor the rear acceptance intention, it is determined whether the target vehicle N is closer to the front acceptance intention or the rear acceptance intention. is determined, and an action by accelerating or decelerating the own vehicle M is performed.

Therefore, according to the vehicle control system 100, the state of the target vehicle N (the state with the intention to accept forward, the state with the intention to accept backward, the state of the confused state) is improved compared to the conventional system that does not even consider the hesitation state of the object vehicle N. ), the traveling of the own vehicle M in the merging section C can be appropriately controlled. As a result, the vehicle control system 100 can suppress discrepancies between the control of the own vehicle M and the feeling of the driver, compared to the case where the acceptance intention state of the target vehicle N is not taken into consideration. As a result, the vehicle control system 100 prevents the manually driven target vehicle N from excessively approaching or contacting the automatically driven own vehicle M, and also prevents the manually driven target vehicle N from unexpected behavior. Interruption of the automatic driving of the vehicle M is also avoided. Therefore, the vehicle control system 100 contributes to facilitating a mutual relationship between an automatically operated vehicle and a non-automatically operated (manually operated) vehicle.

Although the preferred embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments. The present invention can be embodied in various forms with various modifications and improvements based on the knowledge of those skilled in the art, including the embodiment described above.

FIG. 6 is a flowchart showing a modification of the control of the own vehicle M in the merging section C. As shown in FIG. The flowchart shown in FIG. 6 differs from the flowchart shown in FIG. 5 in that the process is repeated (looped) when it is determined that the target vehicle N is in a lost state.

The flowchart shown in FIG. 6 is executed when the own vehicle M under running control (for example, during automatic driving) approaches the merging section C within a certain distance. In this case, the ECU 10 has already recognized the confluence section C on the map. Note that S40-S54, S60, and S62 in FIG. 6 are the same processes as S10-S24, S26, and S28 in FIG. 5, respectively, so the description thereof will be simplified.

As shown in FIG. 6, the ECU 10 of the vehicle control system 100 recognizes the position of the own vehicle M by the vehicle position recognition section 11 as S40. Further, the ECU 10 recognizes the running state of the host vehicle M using the running state recognition section 12 and acquires other vehicle information using the other vehicle information acquisition section 13 .

In S<b>42 , the ECU 10 uses the target vehicle determination unit 15 to determine whether or not the target vehicle N that interferes with the host vehicle M is present in the merging lane. When the ECU 10 determines that the target vehicle N does not exist in the merging lane (S42: NO), the process proceeds to S44. When it is determined that the target vehicle N is present in the merging lane (S42: YES), the ECU 10 proceeds to S46.

In S<b>44 , the ECU 10 performs normal control of the host vehicle M in the merging section C using the vehicle control unit 17 . The vehicle control unit 17 controls traveling of the own vehicle M so that the own vehicle M merges with the main road when the own vehicle M is on the merging side, and when the own vehicle M is on the merging side. controls the running of the own vehicle M so that it runs on the main road as it is. After that, the ECU 10 terminates the current control.

In S<b>46 , the ECU 10 determines whether or not the target vehicle N has an intention to receive from the front by the acceptance intention determination unit 16 . The ECU 10 proceeds to S48 when it is determined that the target vehicle N has the intention of receiving from the front (S46: YES). When the ECU 10 determines that the target vehicle N does not have an intention to accept forward (S46: NO), the ECU 10 proceeds to S50.

In S<b>48 , the ECU 10 causes the vehicle control unit 17 to control the running of the own vehicle M so that it leads the target vehicle N in the merging section C. After that, the ECU 10 terminates the current control.

In S<b>50 , the ECU 10 determines whether or not the target vehicle N has the intention of rearward acceptance by the acceptance intention determination section 16 . When the ECU 10 determines that the target vehicle N has the intention of rearward acceptance (S50: YES), the ECU 10 proceeds to S52. When the ECU 10 determines that the target vehicle N does not have the rearward acceptance intention (S50: NO), the ECU 10 proceeds to S54.

In S<b>52 , the ECU 10 controls the vehicle M to follow the target vehicle N in the merging section C by the vehicle control unit 17 . After that, the ECU 10 terminates the current control.

At S<b>54 , the ECU 10 determines whether or not the target vehicle N is in a state close to the forward acceptance intention by the acceptance intention determination unit 16 . When the ECU 10 determines that the target vehicle N is in a state close to the intention to accept forward (S54: YES), the ECU 10 proceeds to S56. When the ECU 10 determines that the target vehicle N is not in a state close to the intention to accept forward (S54: NO), the ECU 10 proceeds to S60.

In S54, the ECU 10 determines whether or not the acceptance intention determination unit 16 has made a second or subsequent YES determination in S54. "Second time or later" means that the processing of the flow chart of FIG. When the ECU 10 determines that it is the second time or later (S54: YES), the process proceeds to S58. When the ECU 10 determines that it is not the second time or later (S54: YES), the process proceeds to S62.

In S58, the ECU 10 determines whether or not it is possible to predict that the target vehicle N has the intention to accept forward before the subject vehicle M reaches the end _CE of the merging section C by the acceptance intention determination unit 16 . The acceptance intention determination unit 16 makes the above determination based on the position of the own vehicle M, map information, the running state of the own vehicle M, and other vehicle information.

Specifically, based on the position of the vehicle M, the map information, and the running state (vehicle speed, acceleration, etc.) of the vehicle M, the acceptance intention determination unit 16 determines whether the vehicle M reaches the terminal _CE of the merging section C. Recognize the time to spare. Based on the position of the own vehicle M, the traveling state of the own vehicle M, and other vehicle information, the acceptance intention determination unit 16 can predict that the target vehicle N has the intention to accept forward before the surplus time elapses. determine whether or not The acceptance intention determination unit 16 defines in advance the position of the own vehicle M, the running state of the own vehicle M, other vehicle information, and the determination result as to whether or not it is possible to predict that the target vehicle N has the intention to accept forward. The determination may be made using the data table provided. The acceptance intention determination unit 16 can make the determination by a well-known method.

When the ECU 10 determines that it is not possible to predict that the target vehicle N has an intention to accept forward (S58: NO), the ECU 10 proceeds to S60. When the ECU 10 determines that it is possible to predict that the target vehicle N has an intention to accept forward (S58: YES), the ECU 10 proceeds to S62.

At S60, the vehicle control unit 17 decelerates the host vehicle M to act on the target vehicle N. The vehicle control unit 17 performs deceleration so that the target vehicle N has an intention to accept the vehicle from behind. After that, the ECU 10 returns to S40 and repeats the process.

In S<b>62 , the ECU 10 causes the vehicle control unit 17 to accelerate the host vehicle M to act on the target vehicle N. The vehicle control unit 17 performs an approach through acceleration so that the target vehicle N has an intention to accept forward. After that, the ECU 10 returns to S40 and repeats the process.

The vehicle control system 100 can appropriately control the traveling of the own vehicle M in the merging section C according to the state of the target vehicle N also by the processing of the flowchart of FIG. 6 described above. When the flowchart is looped, the vehicle control system 100 repeats the determination of the acceptance intention a plurality of times. The running of M may be controlled.

In addition, in the present embodiment, the acceptance intention determination unit 16 may determine the acceptance intention of the target vehicle N in consideration of the road shape and lane width of the merging section C based on the map information.

Further, the acceptance intention determination unit 16 may calculate the forward acceptance intention and the rear acceptance intention of the target vehicle N as probabilities. The acceptance intention determination unit 16 calculates the probability of the forward acceptance intention of the target vehicle N using, for example, a data table that predefines at least two of the parameters described in the present embodiment and the probability of the forward acceptance intention. . Similarly, the acceptance intention determination unit 16 calculates the probability of the target vehicle N's intention to accept the vehicle N from the rear using a data table that predefines at least two of the parameters and the probability of the intention to accept the vehicle from the rear. The data table is constructed based on human behavior data as shown in FIGS. 4(a) and 4(b).

In this case, the acceptance intention determination unit 16 determines that the probability of the intention to accept from the front of the target vehicle N is greater than the probability of the intention to accept from the rear, and when the probability of the intention to accept from the front is equal to or greater than the probability threshold, the target vehicle N It is determined that there is a forward acceptance intention. The probability threshold is a preset value. Similarly, the acceptance intention determination unit 16 determines that the probability of the intention to accept the target vehicle N from the rear is greater than the probability of the intention to accept from the front, and the probability of the intention to accept the target vehicle N from the rear is equal to or greater than the probability threshold. It is judged to have a backward acceptance intention. The acceptance intention determination unit 16 determines that the target vehicle N is in a lost state when the target vehicle N has neither the front acceptance intention nor the rear acceptance intention.

Note that the vehicle control system 100 may have a notification unit that notifies the driver of the determination result of the acceptance intention of the target vehicle N. The notification unit can be, for example, an HMI [Human Machine Interface] having a display and a speaker.

REFERENCE SIGNS LIST 1 GPS receiver 2 external sensor 3 internal sensor 4 map database 5 actuator 10 ECU 11 vehicle position recognition unit 12 running state recognition unit 13 other vehicle information acquisition unit , 14... merging section recognition unit, 15... object vehicle determination unit, 16... reception intention determination unit, 17... vehicle control unit, 100... vehicle control system, M... own vehicle, N... object vehicle.

Claims (1)

A vehicle control system that controls the running of the own vehicle,
a vehicle position recognition unit that recognizes the position of the own vehicle;
a running state recognition unit that recognizes the running state of the own vehicle;
an other vehicle information acquisition unit that acquires other vehicle information relating to the positions of other vehicles in the vicinity of the own vehicle and the running state of the other vehicle;
a merging section recognition unit that recognizes a merging section where the lane in which the vehicle is traveling and the merging lane based on the position of the vehicle and map information;
Target vehicle determination for determining whether or not a target vehicle interfering with the own vehicle exists in the merging lane based on the position of the own vehicle, the map information, the running state of the own vehicle, and the other vehicle information. Department and
When it is determined that the target vehicle is present in the merging lane , based on the other vehicle information including the position of the own vehicle, the merging section, and the information of the target vehicle, the own vehicle and the target vehicle are identified. and the distance from the subject vehicle to the end point of the merging section, and the relationship between the subject vehicle's acceptance intention and the subject vehicle's forward acceptance intention to lead the subject vehicle. or whether the target vehicle has an intention to accept the subject vehicle from behind or whether the target vehicle is in a confused state with neither the intention to accept from the front nor the intention to accept from the rear. When,
When it is determined that the target vehicle has the intention to accept the vehicle from the front, the vehicle is controlled to run ahead of the target vehicle in the merging section, and when the target vehicle is determined to have the intention to accept the vehicle from the rear. , a vehicle control unit that controls running of the own vehicle so as to follow the target vehicle in the merging section;
with
When the acceptance intention determination unit determines that the target vehicle is in the lost state, the acceptance intention determination unit determines whether the target vehicle is in a state close to the front acceptance intention, or the target vehicle is in a state close to the rear acceptance intention,
When it is determined that the target vehicle is in a state close to the forward acceptance intention, the vehicle control unit acts on the target vehicle by accelerating the own vehicle so that the target vehicle is in a state close to the rear acceptance intention. a vehicle control system that, when it is determined that the subject vehicle is decelerated, acts on the target vehicle.

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