JP7714486B2 - Driving control method and driving control device - Google Patents

Description

The present invention relates to a driving control method and a driving control device.

A technology is known that, when an obstacle is detected on the vehicle's path, calculates the line at the right edge of the area in which the vehicle can travel as the right virtual lane, and the line at the left edge of the area in which the vehicle can travel as the left virtual lane, based on the road width, the position and width of the obstacle, the position, width and speed of oncoming vehicles, the vehicle speed, etc. (Patent Document 1).

JP 2013-184563 A

The technology in Patent Document 1, for example, expands the right virtual lane from the lane boundary on the right side of the own vehicle's lane to the right lane boundary of the adjacent lane, etc., when the own vehicle can avoid an obstacle on the own lane by entering an adjacent lane, etc. to the right of the own vehicle's lane. In this case, if steering control of the own vehicle is performed using the center line between the right virtual lane and the left virtual lane as the target trajectory for obstacle avoidance, there is a problem in that if the right virtual lane expands to the right lane boundary of the adjacent lane, etc., at a steep angle relative to the lane boundary on the right side of the own lane, the steering control will result in sudden steering.

The problem that this invention aims to solve is to provide a cruise control method and cruise control device that can prevent sudden steering control when a vehicle leaves its own lane and travels into an adjacent lane or guidance strip to avoid an obstacle in its own lane.

The present invention solves the above problem by, when it is determined that an obstacle will be avoided through avoidance control, including steering control in the avoidance direction to avoid the obstacle that impedes the vehicle's travel, expanding the lane boundary line in the avoidance direction from the lane boundary line in the avoidance direction of the vehicle's lane to the boundary line in the avoidance direction of an adjacent lane or guidance strip, and generating a first target trajectory for traveling between a first steering start position on the pre-expanded lane centerline between the left and right lane boundaries before expansion, and a first steering end position on the post-expanded lane centerline between the expanded lane boundary line in the avoidance direction and the lane boundary line in the opposite direction to the avoidance direction, with the first steering end position being located on the side of the vehicle's traveling direction relative to the intersection of the lane centerline between the pre-expanded lane centerline and the post-expanded lane centerline and the post-expanded lane centerline.

This invention can prevent sudden steering control when a vehicle leaves its own lane and travels into an adjacent lane or guidance strip to avoid an obstacle in the own lane.

FIG. 1 is a diagram showing an example of the configuration of a cruise control system according to this embodiment. FIG. 2 is a diagram showing an example of a situation in which the driving control according to this embodiment is executed. FIG. 3 is a diagram showing an example of a situation in which the driving control according to this embodiment is executed. FIG. 4 is a flowchart showing a control flow for executing the driving control according to this embodiment.

One embodiment of a cruise control device according to the present invention will be described with reference to the drawings. The configuration of the cruise control device according to this embodiment will be described using FIG. 1. FIG. 1 is a block diagram showing a cruise control system 10 including a cruise control device according to the present invention. As shown in FIG. 1, the cruise control system 10 includes a detection device 1, a map DB 2, a host vehicle information detection device 3, a navigation device 4, a vehicle control device 5, and a cruise control device 6. The detection device 1 includes an imaging device 11 and a distance measurement device 12. The host vehicle information detection device 3 includes a vehicle speed detection device 31, a steering angle detection device 32, and a host vehicle position detection device 33. The vehicle control device 5 includes a vehicle speed control device 51 and a steering control device 52. The devices included in the cruise control system 10 are connected via a CAN or other in-vehicle LAN and can exchange information with each other.

The cruise control system 10 according to the present invention can be applied not only to autonomous cruise control of a vehicle, but also to assisting a driver in manually driving the vehicle. Furthermore, when cruise control system 10 is applied to autonomous cruise control of a vehicle, it can autonomously control both speed control and steering control, or it can be applied to cases where one of speed control and steering control is autonomously controlled and the other is manually controlled.

Detection device 1 is a sensor for detecting objects around the host vehicle. Examples of objects include lane boundaries on roads, zebra zone guidance strips, center lines, road markings, median strips, guardrails, curbs, highway sidewalls, road signs, traffic lights, crosswalks, construction sites, accident sites, and traffic restrictions. Objects also include automobiles (other vehicles) other than the host vehicle, motorcycles, bicycles, and pedestrians. Objects also include obstacles that may affect the travel of the host vehicle. Detection device 1 acquires the position, attitude (orientation), and speed of detected moving objects.

The object is detected, for example, by the imaging device 11 and/or the distance measuring device 12. The detection results of the imaging device 11 and the distance measuring device 12 are acquired by the driving control device 6 at predetermined time intervals. The imaging device 11 is a device that recognizes objects around the vehicle using images, such as a camera. Multiple imaging devices 11 may be installed in a single vehicle.

The distance measuring device 12 is a device for calculating the relative distance and relative speed between the vehicle and an object, and is, for example, a laser radar or LIDAR. Multiple distance measuring devices 12 may be installed on a single vehicle.

Map DB2 is a high-precision three-dimensional map that describes road structures, including road surface markings that indicate lanes and destinations. Map DB2 is a database containing information used for generating driving routes and/or driving control. Map DB2 includes two-dimensional and/or three-dimensional position information for each map coordinate, road information for each map coordinate, lane boundary information, road attribute information, lane incline/descent information, lane identification information, connecting lane information, facility information, and attribute information for these. Road information includes information such as road width, curvature radius, roadside structures, road traffic regulations (speed limits, whether lane changes are permitted), road merging points, branching points, and locations where the number of lanes increases or decreases. Map DB2 is stored in a readable state on a recording medium installed in the driving control device 6, an in-vehicle device, or a server device.

Map DB2 also contains lane boundary information that indicates the boundaries between the lane in which the vehicle is traveling and other lanes. Lane boundaries exist on both the left and right sides of the vehicle's direction of travel. The form of lane boundaries is not particularly limited, and examples include road markings and road structures. Examples of road marking lane boundaries include lane boundary lines and center lines. Examples of road structure road boundaries include medians, guardrails, curbs, and the side walls of tunnels or expressways. Note that lane boundaries are pre-set in map DB2 for points where lane boundaries cannot be clearly identified (for example, within intersections). These pre-set lane boundaries are imaginary road boundaries and are not actually existing road markings or road structures.

The vehicle information detection device 3 is a device that detects information related to the state of the vehicle. The state of the vehicle includes the vehicle's traveling speed, acceleration, steering angle, position, attitude, etc. The traveling speed and acceleration are detected using the vehicle speed detection device 31. The steering angle is detected using the steering angle detection device 32. The current position is calculated based on information obtained from the vehicle position detection device 33. The attitude is detected using an inertial measurement unit. The cruise control device 6 obtains the detection results of these devices via the on-board LAN as necessary.

The vehicle speed detection device 31 is not particularly limited as long as it is a sensor that can detect the vehicle's traveling speed, and any known sensor can be used. Similarly, the steering angle detection device 32 is not particularly limited as long as it is a sensor that can detect the vehicle's steering angle. Alternatively, the vehicle's traveling speed and steering angle may be obtained from the vehicle control device 5. The vehicle position detection device 33 is a positioning system that includes a GPS unit, etc., and is not particularly limited as long as it is a known sensor.

The navigation device 4 is a device that refers to the map DB 2 and calculates a driving route from the current position of the vehicle detected by the vehicle position detection device 33 of the vehicle information detection device 3 to a destination set by the driver. The calculated driving route is output to the driving control device 6. The driving route is a linear diagram that identifies the road, direction (uphill/downhill), and lanes on which the vehicle is traveling. The driving route includes information about the driving lanes.

The vehicle control device 5 is an on-board computer such as an electronic control unit (ECU) that electronically controls on-board equipment that governs the vehicle's driving. The vehicle control device 5 includes a vehicle speed control device 51 that controls the vehicle's driving speed, and a steering control device 52 that controls the steering operation of the vehicle.

The vehicle speed control device 51 controls the driving sources, such as an electric motor and/or an internal combustion engine, and an automatic transmission. The vehicle speed control device 51 autonomously controls the vehicle's driving speed based on control signals input from the driving control device 6.

The steering control device 52 controls the steering device. Based on a control signal input from the driving control device 6, the steering control device 52 autonomously controls the operation of the steering device using at least one of the detection results from the detection device 1, the map DB 2, and the host vehicle information acquired by the host vehicle information detection device 3, so that the host vehicle travels while maintaining a predetermined lateral position (the left-right position of the vehicle) relative to the set target trajectory.

The driving control device 6 is a device that controls the driving of the vehicle by controlling and cooperating with devices included in the driving control system 10. In this embodiment, the driving control device 6 realizes autonomous driving control functions using a processor 7. The processor 7 is a computer that includes a ROM 72 that stores programs, a CPU 71 that is an operating circuit that functions as the driving control device 6 by executing the programs stored in the ROM 72, and a RAM 73 that functions as an accessible storage device.

Processor 7 sets left and right lane boundary lines for the lane on which the host vehicle is traveling, generates a target trajectory on the lane centerline between the left and right lane boundary lines, and causes the host vehicle to travel along the target trajectory. For example, processor 7 sets left and right lane boundary lines on the left and right lane boundary lines of the host vehicle's lane on which the host vehicle is traveling, and causes the host vehicle to travel along the target trajectory generated on the lane centerline between the left and right lane boundary lines, i.e., on the lane centerline of the host vehicle's lane. Furthermore, when it is necessary to avoid an obstacle that obstructs the host vehicle's travel in the host vehicle's lane, processor 7 generates a target trajectory for executing avoidance control, including steering control in the avoidance direction to avoid the obstacle. An obstacle is an object that cannot be avoided unless the host vehicle moves into an adjacent lane or guidance strip to the left or right of the host vehicle's lane. An obstacle is a stationary object on the host vehicle's lane, such as a parked vehicle or a construction sign.

The processor 7 according to this embodiment executes each function through the cooperation of software for realizing the above functions and the hardware described above. The processor 7 includes the following functional blocks: a vehicle position estimation unit 100, a traveling boundary acquisition unit 101, a surrounding information acquisition unit 102, an obstacle determination unit 103, an avoidance determination unit 104, a boundary setting unit 105, a trajectory generation unit 106, and a vehicle control unit 107.

The vehicle position estimation unit 100 estimates the position and orientation of the vehicle on a map. The vehicle position estimation unit 100 estimates the current position and orientation of the vehicle on a map based on map information acquired from the map DB 2 and the position and orientation acquired from the vehicle information detection device 3. Various methods for estimating the vehicle's position have been proposed, but in the present invention, the method is not limited as long as it is possible to estimate the position and orientation of the vehicle.

The driving boundary acquisition unit 101 acquires lane information around the host vehicle. For example, the driving boundary acquisition unit 101 acquires lane information for the host lane in which the host vehicle is traveling. Furthermore, when there is an obstacle such as a parked vehicle in the host lane, the driving boundary acquisition unit 101 acquires lane information for adjacent lanes or guidance strips adjacent to the host lane. The lane information includes the lane's position and width. The driving boundary acquisition unit 101 first acquires the road structure around the host vehicle from the map DB2 based on the position and attitude of the host vehicle estimated by the host vehicle position estimation unit 100. For example, if an adjacent lane or guidance strip exists, the driving boundary acquisition unit 101 acquires lane information including the lane boundary lines of the adjacent lane or the boundary lines of the guidance strip from the map DB2. Furthermore, the driving boundary acquisition unit 101 may acquire lane information including the lane boundary lines of the host lane, the lane boundary lines of adjacent lanes, or the boundary lines of the guidance strip from an image around the host vehicle captured by the imaging device 11.

The surrounding information acquisition unit 102 acquires surrounding traffic condition information related to the traffic conditions around the vehicle based on the detection information detected by the detection device 1. The surrounding traffic condition information includes, for example, surrounding object information related to objects around the vehicle. The surrounding object information includes the position, attitude, and speed of the surrounding objects. For example, the surrounding information acquisition unit 102 acquires surrounding traffic condition information related to the traffic conditions in the direction of travel of the vehicle's lane. The surrounding information acquisition unit 102 also acquires surrounding traffic condition information related to the traffic conditions in adjacent lanes or guidance zones.

The obstacle determination unit 103 determines whether there is an obstacle in the current lane that obstructs the vehicle's travel, based on lane information and surrounding traffic condition information. For example, the obstacle determination unit 103 determines whether there is an object in the current lane that satisfies the conditions described below, based on the positions of the left and right boundary lines of the current lane and the width of the current lane, which are included in the lane information for the current lane, and the positions and states of surrounding objects, which are included in the surrounding traffic condition information. If there is an object in the current lane that satisfies the conditions described below, the obstacle determination unit 103 identifies the object as an obstacle and determines that there is an obstacle in the current lane. Furthermore, if there is no object in the current lane that satisfies the conditions, the obstacle determination unit 103 determines that there is no obstacle in the current lane.

If it is determined that an obstacle is present, the obstacle determination unit 103 determines whether the obstacle is located to the left or right on the vehicle's lane based on the positions of the boundary line of the vehicle's lane and the obstacle's position. For example, the obstacle determination unit 103 determines that the direction of the lane boundary line on the left or right of the vehicle's lane that is closer to the obstacle is the direction in which the obstacle is located on the vehicle's lane. The obstacle determination unit 103 outputs a flag indicating the presence of an obstacle, the left or right direction in which the obstacle is located on the vehicle's lane, and the distance from the vehicle's position to the obstacle. If it is determined that no obstacle is present, the obstacle determination unit 103 outputs a flag indicating that no obstacle is present.

The conditions for determining whether an obstacle is present are, for example, that an object is present in the direction of travel of the current vehicle's lane and that the object is stationary. Alternatively, the conditions for determining whether an obstacle is present may be that the following three conditions are met: the first condition is that an object is present in the direction of travel of the current vehicle's lane and that the object is stationary; the second condition is that the object is located a predetermined distance or more to the left or right of the center of the current vehicle's lane; and the third condition is that the length obtained by subtracting the width of the object from the width of the current vehicle's lane is less than a predetermined length. The predetermined length is the width necessary for the current vehicle to pass the side of the object within the current vehicle's lane.

The avoidance determination unit 104 determines, based on lane information, whether the host vehicle will avoid the obstacle by steering in the avoidance direction to avoid the obstacle. For example, if the obstacle determination unit 103 determines that an obstacle is present, the avoidance determination unit 104 determines, based on lane information acquired by the driving boundary acquisition unit 101, whether the host vehicle will avoid the obstacle. If there is either an adjacent lane or a guidance strip in the avoidance direction relative to the host lane through which the host vehicle can travel, the avoidance determination unit 104 determines that the host vehicle will avoid the obstacle in the avoidance direction. Furthermore, if there is no adjacent lane or guidance strip in the avoidance direction relative to the host lane through which the host vehicle can travel, the avoidance determination unit 104 determines that the host vehicle will not avoid the obstacle. In this case, the host vehicle stops in front of the obstacle. Then, for example, the driving control of the host vehicle switches to manual driving by the driver.

The avoidance determination unit 104 may also determine whether the host vehicle will avoid an obstacle based on lane information and surrounding traffic condition information. For example, if there is an adjacent lane or guidance strip in the avoidance direction, the avoidance determination unit 104 determines, based on surrounding object information, whether there is an obstacle on the adjacent lane or guidance strip that may interfere with avoidance control. Obstacles include, for example, parked vehicles and oncoming vehicles. If there is no obstacle on the adjacent lane or guidance strip, the avoidance determination unit 104 determines that the host vehicle will avoid the obstacle. If there is an obstacle on the adjacent lane or guidance strip, the avoidance determination unit 104 determines that the host vehicle will not avoid the obstacle.

Furthermore, when the obstacle determination unit 103 determines that there is an obstacle, the avoidance determination unit 104 may specify the direction opposite to the direction in which the obstacle is approaching on the own vehicle lane as the avoidance direction. Then, the avoidance determination unit 104 determines whether the host vehicle will avoid the obstacle, assuming the direction opposite to the direction in which the obstacle is approaching on the own vehicle lane as the avoidance direction. The avoidance determination unit 104 determines that the host vehicle will avoid the obstacle when there is either an adjacent lane or a guidance strip on the own vehicle that can be traveled on in the direction opposite to the direction in which the obstacle is approaching on the own vehicle lane. The avoidance determination unit 104 determines that the host vehicle will not avoid the obstacle when there is neither an adjacent lane or a guidance strip on the own vehicle that can be traveled on in the direction opposite to the direction in which the obstacle is approaching on the own vehicle lane.

The boundary setting unit 105 sets left and right lane boundary lines for the lane on which the host vehicle is traveling. In this embodiment, the boundary setting unit 105 sets lane boundary lines defined by lane boundary lines and lane boundary lines defined by obstacles. For example, the boundary setting unit 105 sets the left and right lane boundary lines to the left and right lane boundary lines of the host lane. Furthermore, when the avoidance determination unit 104 determines that the host vehicle will avoid an obstacle on the host lane, the boundary setting unit 105 sets the lane boundary line on the avoidance direction side to the lane boundary line on the avoidance direction side of an adjacent lane or the boundary line on the avoidance direction side of a guidance strip. In other words, when performing avoidance control, the boundary setting unit 105 extends the lane boundary line on the avoidance direction side from the lane boundary line on the avoidance direction side of the host lane to the boundary line on the avoidance direction side of an adjacent lane or a guidance strip. In this embodiment, the lane boundary line on the avoidance direction side before expansion is set to the lane boundary line on the avoidance direction side of the own lane, and the lane boundary line on the avoidance direction side after expansion is set to the lane boundary line on the avoidance direction side of the adjacent lane or guidance strip.

Adjacent lanes include adjacent lanes in the same direction as the current vehicle's lane, and adjacent lanes in the opposite direction to the current vehicle's lane (oncoming traffic lanes). For example, if the road on which the current vehicle is traveling has two lanes in each direction with traffic flowing in both directions, the adjacent lane to the current vehicle's lane is a lane in the same direction as the current vehicle's lane. Also, if the road on which the current vehicle is traveling has one lane in each direction with traffic flowing in both directions, the adjacent lane to the current vehicle's lane is an oncoming lane.

The lane boundary line expansion method will be explained using Figure 2. Figure 2 shows a situation where a parked vehicle is present as an obstacle in the own lane. Figure 2 shows a situation where a parked vehicle V2 is present in the own lane L1 in which the own vehicle V1 is traveling, and the own vehicle V1 is performing avoidance control to avoid the parked vehicle V2 by turning in the direction of the adjacent lane L2.

The boundary setting unit 105 first sets an avoidance start position Pas and an avoidance end position Pae for the avoidance section S for executing avoidance control. The avoidance section S is a section from the avoidance start position Pas to the avoidance end position Pae along the traveling direction of the host vehicle V1. The avoidance start position Pas is a position on the traveling center line of the host lane L1, and is the position where the host vehicle V1 starts avoidance control. The avoidance end position Pae is a position on the traveling center line of the host lane L1, and is the position where the host vehicle V1 ends avoidance control and starts traveling along the traveling center line of the host lane L1.

The boundary setting unit 105, for example, sets an avoidance start position Pas at a position a predetermined avoidance distance away from the position of the parked vehicle V2 in the direction opposite to the traveling direction of the host vehicle V1, and sets an avoidance end position Pae at a position a predetermined avoidance distance away from the position of the parked vehicle V2 in the traveling direction of the host vehicle V1. The predetermined avoidance distance is calculated by multiplying the vehicle speed of the host vehicle by a predetermined time.

Next, the boundary setting unit 105 sets the lane boundary line on the avoidance direction side in the avoidance section. In this embodiment, the avoidance section is composed of an expanded section and an intermediate section. The lane boundary line on the avoidance direction side in the expanded section is the lane boundary line on the avoidance direction side after expansion, and is set as the boundary line on the avoidance direction side of the adjacent lane or guidance strip. The intermediate section is the section from the avoidance start position to the start position of the expanded section, and the section from the end position of the expanded section to the avoidance end position. The lane boundary line on the avoidance direction side in the intermediate section, which starts from the avoidance start position, connects the lane boundary line on the avoidance direction side before expansion and the lane boundary line on the avoidance direction side after expansion. In other words, the lane boundary line in the intermediate section is a line connecting the lane boundary line on the avoidance direction side of the vehicle lane and the boundary line on the avoidance direction side of the adjacent lane or guidance strip.

In the example of Figure 2, the lane boundary lines before expansion are set to the left and right lane boundary lines of the current lane L1, which are closer in the direction of travel than the avoidance start position Pas. The avoidance section S is made up of an intermediate section S1, an expanded section S2, and an intermediate section S3. In the expanded section S2, the boundary setting unit 105 sets the avoidance direction lane boundary line LR on the boundary line of the adjacent lane L2 on the avoidance direction side. In the intermediate section S1, the boundary setting unit 105 sets the avoidance direction lane boundary line LR on the line connecting the lane boundary line of the current lane L1 on the avoidance direction side and the boundary line of the adjacent lane L2 on the avoidance direction side. In the intermediate section S3, the boundary setting unit 105 sets the avoidance direction boundary line LR on the line connecting the lane boundary line of the adjacent lane L2 on the avoidance direction side and the lane boundary line of the current lane L1 on the avoidance direction side.

For example, the boundary setting unit 105 sets a line connecting a lane marker on the lane boundary line on the avoidance direction side of the own lane and a lane marker on the boundary line on the avoidance direction side of an adjacent lane or guidance strip as the lane boundary line on the avoidance direction side in the intermediate section. The boundary setting unit 105 also sets a lane boundary line on the avoidance direction side in the expanded section on a lane marker on the boundary line on the avoidance direction side of an adjacent lane or guidance strip.

The trajectory generation unit 106 generates a target trajectory for the host vehicle to travel. In this embodiment, the host vehicle travels along the generated target trajectory. The trajectory generation unit 106 generates the target trajectory along the lane centerline between the left and right lane boundary lines. For example, when the host vehicle travels along its own lane, the boundary setting unit 105 sets the left and right lane boundary lines as the left and right lane boundary lines of the host lane, and the trajectory generation unit 106 generates the target trajectory along the lane centerline between the left and right lane boundary lines of the host lane.

Furthermore, when the avoidance determination unit 104 determines that an obstacle on the current vehicle lane should be avoided, the trajectory generation unit 106 generates a target trajectory for executing avoidance control. The target trajectory for executing avoidance control is a trajectory from the avoidance start position to the avoidance end position, and is composed of an avoidance start steering section in which steering control is performed in the avoidance direction, a side driving section in which control is performed to drive along the side of the obstacle, and an avoidance end steering section in which steering control is performed to return to the current vehicle lane.

Now, we will explain avoidance control. In this embodiment, avoidance control is divided into three types of control: steering control in the avoidance direction, control to travel along the side of the obstacle, and steering control to return to the vehicle's own lane. In the avoidance start steering section, the cruise control device 6 executes steering control to move the lateral position, which indicates the vehicle's widthwise position, in the avoidance direction from the avoidance start position on the lane centerline of the vehicle's own lane. In the side driving section, the cruise control device 6 executes cruise control to cause the vehicle to travel along the side of the obstacle along the expanded lane centerline between the left and right lane boundary lines after expansion. In the avoidance end steering section, the cruise control device 6 executes steering control to move the lateral position of the vehicle from the expanded lane centerline to the avoidance end position on the lane centerline of the vehicle's own lane.

The trajectory generation unit 106 generates a target trajectory for the avoidance start steering section. The target trajectory for the avoidance start steering section is a trajectory along which the host vehicle travels by steering control between a steering start position on the pre-expansion track centerline between the left and right lane boundary lines before expansion, and a steering end position on the post-expansion track centerline between the expanded lane boundary line on the avoidance direction side and the lane boundary line in the opposite direction to the avoidance direction. The steering end position is located on the side of the host vehicle's traveling direction relative to the intersection of the track centerline connecting the pre-expansion track centerline and the post-expansion track centerline and the post-expansion track centerline. The pre-expansion track centerline is the track centerline between the left and right lane boundary lines before expansion, i.e., the track centerline between the left and right lane boundary lines of the host lane. The post-expansion track centerline is the track centerline between the left and right lane boundary lines after expansion, i.e., the track centerline between the expanded lane boundary line on the avoidance direction side and the lane boundary line in the opposite direction to the avoidance direction.

The trajectory generation unit 106 sets the avoidance start position of the avoidance section as the steering start position in the avoidance start steering section, and sets the steering end position in the avoidance start steering section at a position a predetermined distance away from the avoidance start position in the traveling direction of the host vehicle. The predetermined distance is longer than the distance in the traveling direction of the intermediate section. The predetermined distance may also be shorter than the distance between the avoidance start position and the position of the obstacle on the host vehicle's lane. The trajectory generation unit 106 sets the predetermined distance and sets the avoidance start steering section using the set predetermined distance as the distance of the avoidance start steering section.

For example, the trajectory generation unit 106 sets the predetermined distance according to the expansion width of the length in the lane width direction between the left and right lane boundary lines. The expansion width is the difference between the length in the lane width direction between the expanded lane boundary line on the avoidance direction side and the lane boundary line in the opposite direction to the avoidance direction, and the length in the lane width direction between the left and right lane boundary lines before expansion. The trajectory generation unit 106 sets the predetermined distance longer the greater the expansion width, and shorter the smaller the expansion width. In this embodiment, by setting the distance of the avoidance start steering section longer than the distance of the intermediate section according to the expansion width, the curvature during turning due to steering control can be smaller than when the host vehicle travels on the lane centerline between the left and right lane boundary lines in the intermediate section.

Furthermore, the trajectory generating unit 106 may set the predetermined distance to be longer as the vehicle speed of the host vehicle is higher, and may set the distance of the avoidance start steering section to be shorter as the vehicle speed of the host vehicle is lower. When the host vehicle is steered along the target trajectory, the lateral acceleration caused by the steering control is calculated by the following equation (1) based on the curvature during turning due to the steering control and the vehicle speed of the host vehicle.
Ay is the lateral acceleration, ρ is the curvature, and v is the vehicle speed. As shown in equation (1), by reducing the curvature when the vehicle speed is high, it is possible to prevent the lateral acceleration from increasing.

In this embodiment, an upper limit is set for lateral acceleration Ay, and the predetermined distance is set so that the curvature value does not exceed the upper limit for lateral acceleration Ay. For example, the trajectory generation unit 106 acquires the vehicle speed and sets the curvature value so that the lateral acceleration does not exceed the upper limit based on the upper limit for lateral acceleration and the vehicle speed. The trajectory generation unit 106 then sets the value of the predetermined distance so as to achieve the set curvature value. This makes it possible to prevent unnecessary deceleration during steering control, even when an upper limit is set for lateral acceleration.

After setting the avoidance start steering section, the trajectory generation unit 106 generates a target trajectory for the avoidance start steering section. The trajectory generation unit 106 sets the avoidance start position on the expanded front track center line as the steering start position, and generates a trajectory connecting the avoidance start position and the steering end position on the expanded rear track center line as the target trajectory for the avoidance start steering section.

The method for generating a target trajectory for the avoidance start steering section will be explained using Figure 2. The trajectory generation unit 106 sets the avoidance start steering section SA1 starting from the avoidance start position Pas, and determines the steering end position Pse of the avoidance start steering section SA1 on the expanded post-travel path center line Lb3. At this time, the distance of the avoidance start steering section SA1 is longer than the distance of the intermediate section S1, and the steering end position Pse is located further in the direction of travel than the intersection Pb of the expanded post-travel path center line Lb3 and the travel path center line Lb2 connecting the expanded pre-travel path center line Lb1 and the expanded post-travel path center line Lb3. The expanded pre-travel path center line Lb1 is the travel path center line between the left and right lane boundary lines of the own lane L1, which is on the closer side in the direction of travel than the avoidance start position Pas. The expanded lane center line Lb3 is the lane center line between the left and right lane boundary lines in the expanded section S2 of the avoidance section S, i.e., the lane center line between the lane boundary line of the own lane L1 in the direction opposite the avoidance direction and the lane boundary line of the adjacent lane L2 in the avoidance direction. The trajectory generation unit 106 then sets the avoidance start position Pas as the steering start position and generates a trajectory connecting the avoidance start position Pas and the steering end position Pse as the target trajectory Ls1 for the avoidance start steering section SA1.

In this embodiment, by setting an avoidance start steering section SA1 that is longer than the distance in the traveling direction of the intermediate section S1 and generating a target trajectory Ls1 for the avoidance start steering section SA1, it is possible to prevent steering control in the avoidance direction from becoming abrupt due to the expansion of the lane boundary line. When the target trajectory is generated on the lane centerline between the lane boundary lines, the target trajectory in the intermediate section S1 becomes a trajectory along the lane centerline Lb2 between the left and right lane boundary lines in the avoidance section S1, as shown in Figure 2. In this case, if the lane boundary line on the avoidance direction side in the intermediate section expands at a steep angle relative to the boundary line of the host lane, there is a possibility that steering control in the avoidance direction will become abrupt.

In contrast, in this embodiment, the target trajectory Ls1 is generated based on the avoidance start steering section SA1, so the rate of change of the host vehicle's lane width position in the target trajectory Ls1 in the avoidance start steering section SA1 is smaller than the rate of change of the host vehicle's lane width position traveling on the track center line Lb2 in the intermediate section S1. This prevents the steering control in the avoidance direction from becoming abrupt.

The trajectory generation unit 106 generates a target trajectory for the side driving section. For example, the side driving section is the section between the steering end position of the avoidance start steering section and the steering start position of the avoidance end steering section. The trajectory generation unit 106 generates a target trajectory for the side driving section along the expanded post-track center line. In the example of Figure 2, the trajectory generation unit 106 generates a target trajectory Ls2 for the side driving section on the expanded post-track center line Lb3 between the steering end position Pse of the avoidance start steering section SA1 and the steering start position Pss of the avoidance end steering section SA3.

The trajectory generation unit 106 generates a target trajectory for the avoidance end steering section. The target trajectory for the avoidance end steering section is a trajectory along which the host vehicle travels by steering control between the steering start position for the avoidance end steering section on the expanded lane centerline and the avoidance end position on the lane centerline of the host vehicle's lane after avoidance control. The lane centerline of the host vehicle's lane after avoidance control is the lane centerline of the host vehicle's lane on the direction of travel of the avoidance end position.

The trajectory generation unit 106 sets the steering start position for the avoidance end steering section at a position a predetermined distance away from the avoidance end position in the direction opposite to the direction of travel. The method for setting the predetermined distance is the same as the method for setting the predetermined distance for the avoidance start steering section. That is, the trajectory generation unit 106 sets the predetermined distance and sets the avoidance end steering section using the set predetermined distance as the distance of the avoidance end steering section. After setting the avoidance end steering section, the trajectory generation unit 106 generates a target trajectory for the avoidance end steering section. The trajectory generation unit 106 generates a trajectory connecting the steering start position for the avoidance end steering section on the expanded lane centerline and the avoidance end position on the lane centerline as the target trajectory for the avoidance end steering section.

A method for generating a target trajectory for the avoidance end steering section will be explained using Figure 2. The trajectory generation unit 106 sets the avoidance end steering section SA3 starting from the avoidance end position Pae and identifies the steering start position Pss for the avoidance end steering section SA3 on the expanded lane center line Lb3. The trajectory generation unit 106 then generates a trajectory connecting the steering start position Pss for the avoidance end steering section SA3 and the avoidance end position Pae as the target trajectory Ls3 for the avoidance end steering section SA3. In this embodiment, by setting the avoidance end steering section SA3 to be longer than the distance in the traveling direction of the intermediate section S3 starting from the avoidance end position Pae and generating the target trajectory Ls3 for the avoidance end steering section SA3, it is possible to prevent sudden steering when steering to return to the own lane after avoidance control as the lane boundary line returns to the lane boundary line of the own lane.

In addition, in this embodiment, the timing at which the trajectory generation unit 106 sets the avoidance start steering section and the timing at which the trajectory generation unit 106 sets the avoidance end steering section may be the same or different. For example, the trajectory generation unit 106 may set the avoidance start steering section before the start of avoidance, and set the avoidance end steering section during avoidance. In this case, for example, the predetermined distance is calculated based on the vehicle speed of the host vehicle at each timing. Therefore, if the vehicle speed of the host vehicle at each timing is different, the distance of the avoidance start steering section and the distance of the avoidance end steering section will be different lengths.

In addition, in this embodiment, when the host vehicle approaches an obstacle while traveling on a target trajectory in a side traveling section, i.e., on the expanded post-travel path center line in the side traveling section, a target trajectory is generated for the host vehicle to travel a predetermined offset distance away from the obstacle and along the side of the obstacle. Due to limitations in the host vehicle's sensor performance, it is difficult to generate a target trajectory based on the exact position of the obstacle until the host vehicle approaches the obstacle. Therefore, for example, even if steering control is performed in the avoidance direction along the target trajectory in the avoidance start steering section, the host vehicle's lateral movement in the avoidance direction relative to the obstacle may not be sufficient. In such cases, the host vehicle approaches the obstacle while traveling along the expanded post-travel path center line. In such cases, in this embodiment, a target trajectory is generated based on the position of the obstacle in the approach section where the host vehicle approaches the obstacle, for traveling along the side of the obstacle at a sufficient distance from the obstacle.

The boundary setting unit 105 sets an area that includes an obstacle as a no-drive area, and sets a lane boundary line on the opposite side of the avoidance direction as the boundary line of the no-drive area. For example, as shown in Figure 3, based on the position of parked vehicle V2, a lane boundary line LL on the opposite side of the avoidance direction is set as the boundary line of the no-drive area PA so that the host vehicle V1 can drive without approaching parked vehicle V2.

The trajectory generation unit 106 sets a lane boundary line on the opposite side of the avoidance direction based on the position of the obstacle, and then generates a target trajectory in the approach section so that the vehicle travels at a position a predetermined offset distance from the lane boundary line on the opposite side of the avoidance direction. For example, the predetermined offset distance is the distance between the lane centerline between the expanded lane boundary line on the side of the avoidance direction and the lane boundary line on the opposite side of the avoidance direction set based on the position of the obstacle, and the lane boundary line on the opposite side of the avoidance direction set based on the position of the obstacle.

In this embodiment, the trajectory generation unit 106 determines whether the distance between the expanded track center line and the boundary line of the travel-prohibited area is less than or equal to a predetermined offset distance. In other words, the trajectory generation unit 106 determines whether the distance between the target track in the side travel section and the boundary line of the travel-prohibited area is less than or equal to a predetermined offset distance. Then, based on the determination result, the trajectory generation unit 106 identifies an approaching section in which the distance between the expanded track center line and the boundary line of the travel-prohibited area is less than or equal to the predetermined offset distance. Then, if there is an approaching section, the trajectory generation unit 106 sets a target trajectory for the approaching section.

A method for generating a target trajectory in an approaching section will be explained using Figure 3. Similar to Figure 2, Figure 3 shows a scene in which the host vehicle V1 traveling in the host vehicle lane L1 avoids a parked vehicle V2. In Figure 3, a lane boundary line LL in the opposite direction to the avoidance direction is set along the boundary line of the no-travel area PA that includes the parked vehicle V2. The trajectory generation unit 106 generates a target trajectory Lc in the approaching section Sc at a position a predetermined offset distance Do away from the lane boundary line LL in the opposite direction to the avoidance direction.

In this embodiment, a target trajectory is generated for the side travel section, and when the host vehicle traveling on the target trajectory in the side travel section approaches an obstacle, a new target trajectory is generated for the approach section. However, this is not limited to this, and when the host vehicle traveling on the target trajectory in the avoidance start steering section approaches an obstacle, a new target trajectory for the approach section may be generated.

The vehicle control unit 107 controls the host vehicle to travel along the target trajectory. Specifically, when the host vehicle is traveling on the host lane, the vehicle control unit 107 controls the host vehicle to travel along a target trajectory generated on the center line of the host lane. Furthermore, when performing avoidance control, the vehicle control unit 107 controls the host vehicle to travel along the target trajectory in the avoidance section. That is, the vehicle control unit 107 initiates steering control in the avoidance direction from the avoidance start position, and performs steering control to move the host vehicle within the trajectory that extends to the adjacent lane or guidance strip to the avoidance end position. The vehicle control unit 107 calculates the target vehicle speed and target steering angle for traveling along the target trajectory, and generates a control signal for driving the host vehicle based on the calculated target vehicle speed and target steering angle. The generated control signal is output to the vehicle control device 5.

In this embodiment, the vehicle control unit 107 executes first steering control to cause the host vehicle to travel along a target trajectory in the avoidance start steering section, as control corresponding to the expansion of the lane boundary line on the avoidance direction side. Then, when the host vehicle approaches an obstacle, the vehicle control unit 107 executes second steering control to cause the host vehicle to travel along a target trajectory in the approach section, as control corresponding to the lane boundary line determined by the position of the obstacle. In this embodiment, even when two-stage steering control in the avoidance direction is performed, smoothing the target trajectory in the avoidance start steering section prevents the first steering control from becoming abrupt, and two-stage steering control in the avoidance direction that does not feel strange to the occupants of the host vehicle can be achieved.

Next, an example of the procedure for cruise control executed by the cruise control device 6 will be described. Figure 4 is a flowchart showing the control flow for executing cruise control by the cruise control device 6. In this embodiment, when the host vehicle starts traveling, the control flow starts from step S1. The cruise control device 6 sets left and right road boundary lines on the left and right lane boundary lines of the host vehicle's lane, and generates a target trajectory on the center line of the host lane. The host vehicle is controlled to travel along the target trajectory. Note that in this embodiment, if avoidance control cannot be started and the cruise control flow ends, cruise control switches to manual driving by the driver.

In step S1, processor 7 acquires lane information around the host vehicle. In step S2, processor 7 acquires surrounding traffic condition information around the host vehicle. In step S3, processor 7 determines whether or not there is an obstacle in the host lane based on the host lane information and surrounding traffic condition information. If it is determined that there is an obstacle in the host lane, processor 7 proceeds to step S4. If it is determined that there is no obstacle in the host lane, processor 7 returns to step S1 and repeats the control flow thereafter. In step S4, processor 7 determines an avoidance direction to avoid the obstacle. For example, processor 7 determines that the avoidance direction is the opposite direction to the direction in which the obstacle is approaching in the host lane.

In step S5, processor 7 determines whether to avoid the obstacle. For example, based on lane information, processor 7 determines to avoid the obstacle if an adjacent lane or guidance strip on which the host vehicle can travel to avoid the obstacle exists in the avoidance direction. If it is determined that the obstacle will be avoided, processor 7 proceeds to step S6. If it is determined that the obstacle will not be avoided, processor 7 terminates avoidance control. In step S6, processor 7 sets an avoidance section for performing avoidance control. For example, processor 7 sets an avoidance start position and an avoidance end position of the avoidance section. In step S7, processor 7 extends the lane boundary line on the avoidance direction side from the lane boundary line on the avoidance direction side of the host lane to the boundary line of the adjacent lane or guidance strip on the avoidance direction side.

In step S8, processor 7 generates a target trajectory for the avoidance section. For example, processor 7 generates a target trajectory for the avoidance start steering section, a target trajectory for the side driving section, and a target trajectory for the avoidance end steering section, and combines these target trajectories to generate a target trajectory for the avoidance section. The target trajectory for the avoidance start steering section is a trajectory from the avoidance start position on the lane centerline of the vehicle's own lane to the steering end position on the expanded lane centerline. The target trajectory for the side driving section is a trajectory along the expanded lane centerline. The target trajectory for the avoidance end steering section is a trajectory from the steering start position on the expanded lane centerline to the avoidance end position on the lane centerline of the vehicle's own lane.

In step S9, processor 7 controls the traveling of the host vehicle along the target trajectory. In step S10, processor 7 determines whether the host vehicle will approach an obstacle while traveling along the target trajectory generated in step S8. If it is determined that the host vehicle will approach an obstacle, processor 7 proceeds to step S11. If it is determined that the host vehicle will not approach an obstacle, processor 7 proceeds to step S13. In step S11, processor 7 generates a target trajectory for traveling to the side of the obstacle at a predetermined offset distance from the obstacle. In step S12, processor 7 controls the traveling of the host vehicle along the target trajectory generated in step S11.

In step S13, processor 7 determines whether avoidance control has ended. For example, processor 7 determines that avoidance control has ended if the host vehicle has reached the avoidance end position based on the host vehicle's position and the avoidance end position. Processor 7 determines that avoidance control has not ended if the host vehicle has not reached the avoidance end position. If it is determined that avoidance control has ended, processor 7 ends the control flow. If it is determined that avoidance control has not ended, processor 7 returns to step S10 and repeats the control flow thereafter.

As described above, this embodiment is a driving control method executed by a processor that sets left and right lane boundary lines of a road on which the host vehicle is traveling as the left and right lane boundary lines of the host vehicle's lane, generates a target trajectory on the center line of the road between the lane boundary lines, and drives the host vehicle along the target trajectory. The processor acquires lane information around the host vehicle and surrounding traffic condition information related to the traffic conditions around the host vehicle. If an obstacle that obstructs the host vehicle's travel in the host vehicle's lane is detected based on the lane information and surrounding traffic condition information, the processor determines whether to avoid the obstacle by performing avoidance control, including steering control in the avoidance direction to avoid the obstacle. If it is determined that an obstacle will be avoided, the lane boundary line in the avoidance direction is expanded from the lane boundary line in the avoidance direction of the own lane to the boundary line in the avoidance direction of an adjacent lane adjacent to the own lane or a guidance strip. A first target trajectory is generated as a trajectory for the own vehicle to travel by steering control between a first steering start position on the pre-expansion lane centerline between the left and right lane boundaries before expansion, and a first steering end position on the post-expansion lane centerline between the expanded lane boundary line in the avoidance direction and the lane boundary line opposite the avoidance direction. The first steering end position is located further in the traveling direction of the own vehicle than the intersection of the lane centerline connecting the pre-expansion lane centerline and the post-expansion lane centerline and the post-expansion lane centerline. This prevents sudden steering control when the own vehicle leaves the own lane to travel into an adjacent lane or a guidance strip to avoid an obstacle in the own lane.

In addition, in this embodiment, the processor sets the first steering end position at a position a predetermined distance in the traveling direction from the first steering start position, and the predetermined distance is longer the greater the expansion width, which is the difference between the length in the lane width direction between the expanded lane boundary line in the avoidance direction and the lane boundary line in the opposite direction to the avoidance direction, and the length in the lane width direction between the left and right lane boundary lines before expansion. This makes it possible to prevent the curvature during turns due to steering control from increasing due to an increase in the expansion width.

In addition, in this embodiment, the processor sets the first steering end position at a position a predetermined distance away from the first steering start position in the traveling direction, and the predetermined distance is longer the higher the vehicle speed of the host vehicle. This prevents the curvature from increasing during turns due to steering control, thereby suppressing an increase in lateral acceleration during avoidance control.

In addition, in this embodiment, if the host vehicle approaches an obstacle while traveling on the expanded lane centerline, the processor generates a second target trajectory for the host vehicle to avoid the obstacle. This allows the host vehicle to travel in a manner that avoids the obstacle when approaching the obstacle.

In addition, in this embodiment, the processor sets the area including the obstacle as a no-go area, sets a boundary line opposite the avoidance direction as the boundary line of the no-go area, and generates a second target trajectory so that the vehicle travels at a position a predetermined offset distance from the boundary line opposite the avoidance direction. This allows the vehicle to travel beside the obstacle while maintaining a sufficient lateral distance from the obstacle.

In addition, in this embodiment, if there is an approaching section where the distance between the expanded lane centerline and the boundary line of the non-traveling area is less than a predetermined offset distance, the processor sets the target trajectory in the approaching section to the second target trajectory. This makes it possible to prevent the host vehicle traveling on the target trajectory corresponding to the expanded lane boundary line from approaching an obstacle.

In addition, in this embodiment, the processor executes first steering control so that the host vehicle travels along the first target trajectory, and executes second steering control so that the host vehicle travels along the second target trajectory. This makes it possible to make the behavior of the host vehicle through two-stage avoidance control appear natural.

In addition, in this embodiment, the processor sets an avoidance start position and an avoidance end position for the avoidance section for performing avoidance control, sets the avoidance start position as the first steering start position, sets the first steering end position at a position a predetermined distance away from the avoidance start position in the direction of travel, and sets a third steering start position at a position a predetermined distance away from the avoidance end position in the opposite direction to the direction of travel. The processor generates a trajectory for the host vehicle to travel by steering control between the third steering start position on the expanded lane centerline and the avoidance end position on the lane centerline of the host lane as a third target trajectory, and the predetermined distance from the avoidance start position to the first steering end position is a different length from the predetermined distance from the third steering start position to the avoidance end position. This allows the length of the steering section to be set according to the respective conditions at the start and end of the avoidance.

The target trajectory in the avoidance start steering section, the target trajectory in the approach section, and the target trajectory in the avoidance end steering section are each examples of the "first target trajectory," "second target trajectory," and "third target trajectory" described in the claims. The steering start position and steering end position in the avoidance start steering section are each examples of the "first steering start position" and "first steering end position" described in the claims. The steering start position in the avoidance end steering section is an example of the "third steering start position" described in the claims.

The above-described embodiments have been described to facilitate understanding of the present invention, and are not intended to limit the scope of the present invention. Therefore, each element disclosed in the above embodiments is intended to include all design modifications and equivalents that fall within the technical scope of the present invention.

6: Driving control device 7: Processor 100: Vehicle position estimation unit 101: Driving boundary acquisition unit 102: Surrounding information acquisition unit 103: Obstacle determination unit 104: Avoidance determination unit 105: Boundary setting unit 106: Trajectory generation unit 107: Vehicle control unit

Claims (9)

A driving control method executed by a processor, which sets left and right lane boundary lines of a road on which a vehicle is traveling as left and right lane boundary lines of a lane on which the vehicle is traveling, generates a target trajectory on a road center line between the lane boundary lines, and causes the vehicle to travel along the target trajectory,
The processor:
Acquire lane information around the vehicle;
Acquire surrounding traffic condition information relating to traffic conditions around the vehicle;
when an obstacle that obstructs travel of the host vehicle is detected in the host lane based on the lane information and the surrounding traffic condition information, determining whether or not to avoid the obstacle by avoidance control including steering control in an avoidance direction to avoid the obstacle;
When it is determined that the obstacle is to be avoided, the lane boundary line on the avoidance direction side is extended from the lane boundary line on the avoidance direction side of the own lane to a boundary line on the avoidance direction side of an adjacent lane or a guidance strip adjacent to the own lane,
a first target trajectory is generated as a trajectory for the host vehicle to travel by steering control between a first steering start position on a pre-expansion lane center line between the left and right lane boundary lines before expansion and a first steering end position on a post-expansion lane center line between the expanded lane boundary line on the avoidance direction side and the lane boundary line in the opposite direction to the avoidance direction;
A driving control method in which the first steering end position is located on the side of the vehicle's direction of travel of the vehicle relative to the intersection of the track center line connecting the pre-expansion track center line and the post-expansion track center line and the post-expansion track center line. The processor:
The first steering end position is set at a position spaced a predetermined distance from the first steering start position in the traveling direction,
2. The driving control method according to claim 1, wherein the specified distance is longer as the expansion width, which is the difference between the length in the lane width direction between the expanded lane boundary line on the side of the avoidance direction and the lane boundary line in the direction opposite to the avoidance direction, and the length in the lane width direction between the left and right lane boundary lines before expansion, is larger. The processor:
The first steering end position is set at a position spaced a predetermined distance from the first steering start position in the traveling direction,
The cruise control method according to claim 1 , wherein the predetermined distance is longer as the vehicle speed of the host vehicle increases. The processor:
A driving control method according to any one of claims 1 to 3, wherein when the vehicle approaches the obstacle while traveling on the expanded road center line, a second target trajectory is generated for the vehicle to avoid the obstacle. The processor:
An area including the obstacle is set as a no-travel area,
a lane boundary line on the opposite side of the avoidance direction as a boundary line of the prohibited area;
The cruise control method according to claim 4 , wherein the second target trajectory is generated so that the host vehicle travels at a position a predetermined offset distance away from the lane boundary line on a side opposite to the avoidance direction. The processor:
A driving control method as described in claim 5, wherein if there is an approaching section in which the distance between the expanded track center line and the boundary line of the non-traveling area is less than the specified offset distance, the target trajectory in the approaching section is set to the second target trajectory. The processor:
executing a first steering control so that the host vehicle travels along the first target trajectory;
The cruise control method according to any one of claims 4 to 6, further comprising executing a second steering control so that the host vehicle travels along the second target trajectory. The processor:
setting an avoidance start position and an avoidance end position of an avoidance section for performing the avoidance control;
the avoidance start position is set as the first steering start position, and the first steering end position is set at a position spaced apart from the avoidance start position by the predetermined distance in the traveling direction,
a third steering start position is set at a position that is separated from the avoidance end position by the predetermined distance in a direction opposite to the traveling direction;
generating a trajectory for the host vehicle to travel by steering control between the third steering start position on the expanded road center line and the avoidance end position on the road center line of the host vehicle lane as a third target trajectory;
4. The cruise control method according to claim 2, wherein the predetermined distance from the avoidance start position to the first steering end position is different from the predetermined distance from the third steering start position to the avoidance end position. A driving control device including a processor that sets left and right lane boundary lines of a road on which a vehicle is traveling as left and right lane boundary lines of a lane on which the vehicle is traveling, generates a target trajectory on a road center line between the lane boundary lines, and causes the vehicle to travel along the target trajectory,
The processor:
Acquire lane information around the vehicle;
Acquire surrounding traffic condition information relating to traffic conditions around the vehicle;
when an obstacle that obstructs travel of the host vehicle is detected in the host lane based on the lane information and the surrounding traffic condition information, determining whether or not to avoid the obstacle by avoidance control including steering control in an avoidance direction to avoid the obstacle;
When it is determined that the obstacle is to be avoided, the lane boundary line on the avoidance direction side is extended from the lane boundary line on the avoidance direction side of the own lane to a boundary line on the avoidance direction side of an adjacent lane or a guidance strip adjacent to the own lane,
a first target trajectory is generated as a trajectory for traveling by steering control between a first steering start position on a pre-expansion lane center line between the left and right lane boundary lines before expansion and a first steering end position on a post-expansion lane center line between the expanded lane boundary line on the avoidance direction side and the expanded lane boundary line in the opposite direction to the avoidance direction;
A driving control device in which the first steering end position is located on the side of the vehicle's direction of travel of the vehicle relative to the intersection of the track center line connecting the pre-expansion track center line and the post-expansion track center line and the post-expansion track center line.