displacement control device and displacement control method

专利摘要:
MOTION CONTROL DEVICE AND MOTION CONTROL METHOD. The possibility of a vehicle lane change is determined using a first vehicle distance that serves as a target for the vehicle lane change on an adjacent lane, adjacent to a lane on which the vehicle is traveling. When it is determined that the lane change is not feasible, the presence or absence of the possibility that the first distance between vehicles extends to a length that allows the lane change is determined using a second distance between vehicles positioned in front of or behind the first distance between vehicles. When it is determined that the possibility exists, it is determined that the waiting is necessary, and when it is determined that there is no such possibility, it is determined that the waiting is unnecessary.
公开号:BR112016007927B1
申请号:R112016007927-2
申请日:2014-09-02
公开日:2021-01-19
发明作者:Yasuhiro Suzuki
申请人:Nissan Motor Co., Ltd.；
IPC主号:

专利说明:

TECHNICAL FIELD
[001] The present invention relates to a displacement control device and a displacement control method that assist in changing a vehicle's lane. FUNDAMENTAL TECHNIQUE
[002] When a lane change from a lane on which the vehicle is traveling, hereinafter referred to as its own lane, to an adjacent lane is about to be made, existing techniques have controlled the vehicle's position according to a spring model and mass and shock absorber as a mathematical model that outlines the movement of a mechanical system using respective elements: a spring, a mass and a shock absorber, so that the vehicle is brought to an optimum position between vehicles on the adjacent track and have allowed the lane change is made at a time when the distance between vehicles on the adjacent lane becomes equal to or greater than a threshold value while the vehicle was in the present position (see Patent Literature 1). CITATION LIST PATENT LITERATURE
[003] PTL 1: Japanese patent 4366419 SUMMARY OF THE INVENTION. TECHNICAL PROBLEM
[004] However, in the case of seeing only the distance between vehicles that serves as a target for changing the vehicle's lane when changing lanes from the proper lane to the adjacent lane, there is a problem as the vehicle continues to wait in a lateral position to the distance between vehicles even if another space between vehicles is available for the change of lane.
[005] The present invention focused on the point as described above, and it is an objective of the invention to prevent a vehicle from continuing to wait in the lateral position at the same distance between vehicles, despite the situation of an adjacent lane when changing lanes from the lane suitable for the adjacent runway. SOLUTION TO THE PROBLEM
[006] In order to solve the problem described above, in accordance with an aspect of the present invention, a displacement control device configured to acquire, in a position lateral to a vehicle on an adjacent lane, adjacent to the lane on which it is presented, is presented. the vehicle travels, a first vehicle-to-vehicle distance that serves as a target for a vehicle lane change and is a vehicle-to-vehicle distance between a first preceding adjacent vehicle in a lateral front direction of the vehicle and a subsequent first adjacent vehicle in a rear direction side of the vehicle. The displacement control device is configured to acquire a second vehicle-to-vehicle distance that is at least a vehicle-to-vehicle distance between the first subsequent adjacent vehicle and a second subsequent adjacent vehicle as a subsequent vehicle to the first subsequent adjacent vehicle and a distance between vehicles between the preceding first adjacent vehicle and a preceding second adjacent vehicle as a vehicle preceding the preceding first adjacent vehicle. The possibility of a lane change from the lane in which the vehicle travels to the adjacent lane is determined using the first distance between vehicles. When it is determined that the lane change from the lane on which the vehicle travels to the adjacent lane is not executable, the presence or absence of the possibility that the first distance between vehicles extends to a length that allows the lane change is determined using the second distance between vehicles. When it is determined that there is a possibility that the first distance between vehicles extends to the length that allows the lane change, it is determined that the wait is necessary. When it is determined that there is no possibility that the first distance between vehicles will extend to the length that allows the lane change, it is determined that the wait is unnecessary. ADVANTAGE EFFECT OF THE INVENTION
[007] According to one aspect of the present invention, a vehicle does not continue to wait in a lateral position at the same space between vehicles and can move to a lateral position at another distance between vehicles when the vehicle itself can change lanes to the another space between vehicles. BRIEF DESCRIPTION OF THE DRAWINGS
[008] Figure 1 is a diagram representing a structural example of a vehicle;
[009] Figure 2 is a conceptual diagram of a displacement control device;
[010] Figure 3 is a diagram to illustrate a lane change environment (a traffic situation);
[011] Figure 4 is a flow chart to illustrate a lane change from a high speed vehicle lane to a low speed vehicle lane;
[012] Figure 5A is a diagram to illustrate a waiting situation until a subsequent adjacent vehicle yields a space and Figure 5B is a diagram to illustrate a situation of moving forward without the waiting;
[013] Figure 6 is a diagram to illustrate the state in which the subsequent adjacent vehicle gave way;
[014] Figure 7 is a flow chart to illustrate a lane change from a low speed vehicle lane to a high speed vehicle lane;
[015] Figure 8A is a diagram to illustrate a waiting situation until a preceding adjacent vehicle yields a space and Figure 8B is a diagram to illustrate a situation of moving backwards without waiting and
[016] Figure 9 is a diagram to illustrate the state in which the preceding adjacent vehicle gave way. DESCRIPTION OF THE MODALITIES
[017] In the following, modalities of the present invention will be described with reference to the accompanying drawings. (STRUCTURE)
[018] As shown in figure 1, a vehicle includes a control operation key 1, a wheel speed sensor 2, an external recognition device 3, a communication device 4, a displacement control device 5, a brake controller 6, steering and drive controller 7, fluid pressure circuit 8, brake device 9, steering and drive device 10 and wheels 11.
[019] The key to control operation 1 is an operator to instruct the start and end of the operation of automatic displacement control including platoon displacement control and ACC displacement control (displacement control following the preceding vehicle) or instruct the changing the set speed of the displacement control vehicle. The state of the control operation key is released to the travel control device 5. The control operation key 1 is, for example, provided on the steering wheel.
[020] Here, the platoon movement is to move around forming a train group with a plurality of vehicles. When the vehicle is not a leading vehicle on the train to which the vehicle belongs, movement control is performed in order to maintain a target time between vehicles with respect to a vehicle preceding it. Motion control ACC also performs motion control in order to maintain a target time between vehicles with respect to a preceding vehicle. However, in the control of the movement of the platoon, the control is made, so that the time between vehicles is shorter than that in the control of the movement ACC considering the efficiency of the traffic. When focusing only on follower control, squad displacement control is the same as ACC movement control in terms of executing movement control, in order to maintain a target time between vehicles.
[021] The wheel speed sensor 2 detects the wheel speed and releases the detected wheel speed information to the displacement control device 5. The wheel speed sensor 2 is formed, for example, by a generator pulse, such as a rotary encoder, to measure the speed pulse of the wheel.
[022] External recognition device 3 recognizes a preceding vehicle in front of the vehicle and, like the status of the recognized preceding vehicle, detects the presence or absence of the preceding vehicle and its state of movement. Information relating to the state of the preceding vehicle detected is released to the displacement control device 5. The external recognition device 3 is formed, for example, by a laser distance meter, a laser scanner or a camera.
[023] Communication device 4 performs communication between vehicles with another vehicle (s) around the vehicle. Communication device 4 can perform vehicle communication on the road with a roadside device. For example, communication device 4 can be a combination of a communication device to perform vehicle-to-vehicle communication and a communication device to perform vehicle-to-road communication. The communication device 4 performs a communication between vehicles with a previous vehicle (s) and a subsequent vehicle (s) existing in a previously defined band to transmit and receive identification information to execute the movement of the platoon and release the acquired identification information from the previous vehicle (s) and the subsequent vehicle (s) to the displacement control device 5. The movement information of the previous vehicle (s) and the subsequent vehicle (s) can be acquired via the communication device 4.
[024] When it is determined that the control operation key 1 is ON (control operation request), the displacement control device 5 performs the movement control for the movement of the followers and the movement in the platoon with respect to a preceding vehicle (s) based on the operating state of the control operation switch 1, the vehicle speed based on a signal from the wheel speed sensor 2, information related to the preceding vehicle (s) movement status detected by the external recognition device 3 and in the identification information acquired by the communication device 4.
[025] When determining that a platoon move operation request on control operation switch 1 is ON (control operation request), displacement control device 5 performs communication between vehicles with the preceding vehicle (s) and the subsequent vehicle (s) existing in the previously defined lane to determine whether to move to a state of movement of the platoon. When determining to move to the platoon movement state, the displacement control device 5 performs processing to control the movement of the platoon. In other words, the displacement control device 5 performs the displacement control of the platoon based on the information of the vehicle's movement status, the detection information of the previous vehicle by the external recognition device 3 and the information of the other vehicles surrounding the vehicle. vehicle obtained from communication device 4. In addition, when determining that an ACC motion operation request on control operation switch 1 is ON (control operation request), displacement control device 5 performs movement control ACC based on the vehicle's movement status information and the preceding vehicle's detection information by the external recognition device 3. Even the ACC displacement control can use the preceding vehicle's motion information by acquiring the information through communication between vehicles.
[026] When executing ACC displacement control, displacement control device 5 performs follower displacement control using, as a target time between vehicles, a time between vehicles based on the distance between vehicles defined by a passenger or a passenger. time between vehicles previously defined for the ACC movement. In addition, in the execution of the processing to control the movement of the platoon, the displacement control device 5 performs the displacement control of the followers with respect to a preceding vehicle, in order to maintain a target time between vehicles for the movement of the platoon. when the vehicle is not a leading vehicle. The target time between vehicles for the platoon movement is, for example, set to be less than the target time between vehicles during ACC control. The displacement control device 5 releases each command value (an amount of brake and drive force control) from a brake command or a drive command calculated for the displacement control of the above followers to the controller brake 6 and steering and drive controller 7. Additionally, travel control device 5 releases a steering command to the steering and drive controller 7 when vehicle steering is required.
[027] The brake controller 6 and the steering and drive controller 7, respectively, receive command values (the amount of brake and drive force control) from the brake command or the steering control from the travel control device. 5 as a superior controller and control the acceleration / deceleration of the vehicle, in order to follow the respective command values received (the control quantities of the braking and actuation force). The brake controller 6 and the steering and drive controller 7 form an acceleration / deceleration control device.
[028] The brake controller 6 controls the braking force generated by the brake device 9 to a value corresponding to the respective command values (the control amounts of the braking and actuation force) of the travel control device 5 with the fluid pressure circuit 8. Fluid pressure circuit 8 regulates the pressure of a fluid flowing into the brake device 9 according to a control command from the brake controller 6. Fluid pressure circuit 8 includes tubes and a regulating valve connected to the brake device 9, as well as a brake cylinder. The brake device 9 is provided on the wheels 11 and places a brake on the wheels 11 typically using a frictional force. Like the brake device 9, a hydraulic disc brake is generally a trend and its other known examples include a drum brake, a parking brake (secondary), a pneumatic brake and a discharge brake. In other words, a brake fluid (oil), compressed air or the like is typically used as a fluid. In addition, the brake device 9 is not limited to a device applying a braking force by a fluid pressure, and can be an electric brake device or the like. The brake controller 6, the fluid pressure circuit 8 and the brake device 9 form a braking device that generates a braking force.
[029] The steering and drive controller 7 controls the torque (the driving force) generated by a drive source of the steering and driving device 10 according to the respective command values (the control amounts of the braking force and drive) of the travel control device 5. The drive source of the steering and drive device 10 generates a driving force (a driving torque) to turn the wheels 11. The drive source of the steering and drive device 10 does not it is limited to a typical machine and can be an electric motor or a hybrid structure like a combination of a machine and a motor. In addition, the steering and drive controller 7 controls the steering mechanism of the steering and driving device 10 according to the steering command of the travel control device 5 to change the directions of the wheels 11. In general, the driving source and the steering mechanism of the steering and driving device 10 are independent. The present modality will collectively describe the drive source and the steering mechanism, in order to simplify the description. Here, an FF vehicle (a front machine front drive vehicle) is assumed to be the vehicle, but in reality, the vehicle can be an FR vehicle (a rear drive vehicle and front machine), 4WD (a drive vehicle in the wheels) or the like. Obviously, the vehicle may also be a central ship vehicle. Alternatively, the vehicle may be an engine-assisted vehicle, in which the wheels on one side of the front and rear wheels are driven by a driving force of a machine and its wheels on the other side are driven, as appropriate, by a force driving an electric motor through a clutch, as in e4WD (registered trademark). (DETAILS OF THE DISPLACEMENT CONTROL DEVICE)
[030] As shown in figure 2, the displacement control device 5 according to the present embodiment includes a control state definition unit 51, a neighboring vehicle detection state determination unit 52, a calculation unit of the speed of the neighboring vehicle 53, a unit for determining the need to change lanes 54, a first unit for acquiring the distance between vehicles 55, a second unit for acquiring the distance between vehicles 56, a unit for determining the possibility of changing lanes lane 57 and a standby requirement determination unit 58. An example of the displacement control device 5 is assumed to be an electronic control device (ECU) that is mounted on a vehicle. In addition, since the electronic control device (ECU) is generally inseparable from the vehicle, the displacement control device 5 can be read as the vehicle.
[031] The control status setting unit 51 detects the status of the control operation 1 key operated by a passenger and, based on the operation status of the control operation 1 key, determines the presence or absence of several types of switching operations for operation control. Here, when determining that the platoon movement will be performed, the control state definition unit 51 defines the vehicle speed for the vehicle according to a target time between vehicles for the platoon movement during the movement of the followers. At that time, an operating command can be issued to the unit for determining the detection status of the neighboring vehicle 52. In addition, when the existence of any preceding vehicle is not detected during the ACC movement, it is assumed that the defined vehicle speed is a vehicle speed control value. When the vehicle is a leading vehicle during platoon movement, the vehicle's defined speed for platoon movement is assumed to be a vehicle speed control value. In other words, the vehicle speed defined above is not necessarily the same during ACC displacement control and during squad movement control.
[032] The unit for determining the detection status of the neighboring vehicle 52, when appropriate or with the receipt of the operating command of the control unit for defining the control status 51, determines the presence or absence of other vehicles around the vehicle with based on the relative values between vehicles between the other vehicles around the vehicle and the vehicle obtained from a vehicle detection device mounted on the vehicle. Here, the relative value between vehicles in the present model includes a distance between vehicles in relation to the vehicle and a relative speed in relation to it. For example, using external recognition device 3 (a camera, laser, radar or similar) or communication device 4 (communication between vehicles, vehicle communication on the road or the like), the detection status determination unit of neighboring vehicle 52 acquires a relative value between vehicles (a distance between vehicles and a relative speed with respect to the vehicle) and determines the presence or absence of a preceding adjacent vehicle in a lateral front direction of the vehicle and a subsequent adjacent vehicle in a lateral rear direction of the vehicle on the adjacent lane. Obviously, it is also possible to determine the presence or absence of a preceding vehicle in front of the vehicle and a subsequent vehicle behind the vehicle on the proper track, but the case description will be omitted. In addition, the neighboring vehicle's detection status determination unit 52 can be adapted to detect vehicle positions (positional information) of other vehicles around the vehicle by GPS, map comparison using a digital map database and a camera or a laser, or measuring the position of the vehicle using a magnetic marker or the like located on a path. In addition, the unit for determining the detection status of the neighboring vehicle 52 can directly acquire the vehicle positions of the other vehicles around the vehicle via communication device 4 (communication between vehicles, vehicle communication on the road or the like). Here, the proper track is a track (a movement path) where the vehicle is currently traveling. In addition, the adjacent lane is a lane that is adjacent to the proper lane and that is a lane that will be a destination to which the vehicle will move. In addition, the detection status determination unit of neighboring vehicle 52 can be adapted to operate only when it has received an operating command from the lane change determination unit 54 which will be described later.
[033] When other vehicles around the vehicle are detected by the neighboring vehicle's detection status determination unit 52, the neighboring vehicle's speed calculation unit 53 calculates, for each detected vehicle, the speed of each vehicle based on the relative speed of each vehicle with respect to a vehicle speed. In other words, the speed of each vehicle is an estimated value. The speed calculation unit of the neighboring vehicle 53 can be adapted, if necessary, to calculate the speed of the vehicle using the wheel speed sensor 2. In addition, the speed calculation unit of the neighboring vehicle 53 can acquire the speed of each vehicle via communication device 4 (communication between vehicles, vehicle communication on the road or the like). In addition, the speed calculation unit of the neighboring vehicle 53 can check the speed of the vehicle and the speed of an adjacent vehicle on the adjacent lane to check whether the lane itself is a higher speed lane or a lower speed lane than the adjacent lane.
[034] The lane change determination unit 54 determines whether or not to make a lane change from the proper lane to the adjacent lane. For example, lane change requirement unit 54 determines to make a vehicle lane change when detecting the willingness (intention) to change lanes by operating the control operation key 1, a directional indicator, a steering wheel or similar by the passenger. Alternatively, when detecting the approach of “another vehicle around the vehicle” by the external recognition device 3 (a camera, a laser, a radar or the like), the communication device 4 (communication between vehicles, vehicle communication on the road or similar), or similar, the lane change determining unit 54 can determine the vehicle lane change. Considerable examples of the vehicle approaching another vehicle include the deceleration of a preceding vehicle on the proper lane (approach to the preceding vehicle), the acceleration of a subsequent vehicle on the proper lane (approach to the subsequent vehicle) and a movement side of the vehicle (approaching a preceding adjacent vehicle or a subsequent adjacent vehicle on the adjacent lane). In addition, the lane change determination unit 54 can determine lane change when it determines that it is preferable to move on the adjacent lane rather than on the lane itself by checking the vehicle speed and the speeds of other vehicles at the same time. around the vehicle. In addition, when detecting an approach on a “white line at a boundary between the proper lane and the adjacent lane” through a camera or the like, the lane change determination unit 54 can determine the vehicle lane change. When determining the change of vehicle lane, the lane change determination unit 54 releases an operating command for at least one of the neighboring vehicle's detection status determination unit 52, of the first distance acquisition unit between vehicles 55 (and the second vehicle distance acquisition unit 56), and the lane change determination unit 57. In addition, if you continue to determine the possibility of a lane change for the vehicle in all the moments (unconditionally) during the movement of the vehicle, despite the willingness (intention) to change lanes and the need for a lane change, the lane change determination unit 54 does not need to operate. In this case, the lane change determination unit 54 is not required.
[035] The first vehicle distance acquisition unit 55 acquires “a first vehicle distance” representing a distance between vehicles (a width of a target space) that serves as a target for vehicle lane change based on distance between vehicles (or a vehicle position) obtained by the unit for determining the detection status of the neighboring vehicle 52. For example, the first distance between vehicles is a distance between vehicles between two adjacent vehicles positioned in a lateral front direction and a rear direction side of the vehicle on the adjacent lane. Here, the first vehicle-distance acquisition unit 55 acquires “an adjacent vehicle distance between sides” as the first vehicle-to-vehicle distance. The distance between the adjacent vehicle between the sides is a distance between vehicles between a first preceding adjacent vehicle in the lateral front direction of the vehicle and a subsequent first adjacent vehicle in the lateral lateral direction of the vehicle on the adjacent lane. However, in fact, the first distance between vehicles is not limited to the distance of the adjacent vehicle between the sides. For example, the first vehicle distance acquisition unit 55 can be adapted to pre-acquire (in advance) a vehicle distance which can be “a vehicle distance between sideways” in the next stroke on the adjacent lane, such as the first distance between vehicles . The first vehicle distance acquisition unit 55 begins operation when the neighbor vehicle detection status unit 52 has acquired the vehicle distance (or vehicle position). Alternatively, the first vehicle distance acquisition unit 55 can be adapted to begin operation by receiving the operating command from the lane change determination unit 54.
[036] The second vehicle distance acquisition unit 56 acquires “a second vehicle distance” representing another vehicle distance positioned in front of or behind the vehicle distance that serves as a target for vehicle based lane change the distance between vehicles (or the position of the vehicle) obtained by the unit for determining the detection status of the neighboring vehicle 52. For example, the second distance between vehicles is a distance between vehicles between an adjacent vehicle positioned in the rear lateral direction of the vehicle and an adjacent vehicle positioned further back on the adjacent lane or a distance between vehicles between an adjacent vehicle positioned in the forward lateral direction of the vehicle and an adjacent vehicle positioned further ahead of it on the adjacent lane. Here, the second vehicle distance acquisition unit 56 acquires, as the second vehicle distance, "an adjacent vehicle distance between subsequent ones" or "an adjacent vehicle distance between precedents" or both. The distance from the adjacent vehicle between subsequent vehicles is a distance between vehicles between a first subsequent adjacent vehicle and a second subsequent adjacent vehicle as a vehicle subsequent to it on the adjacent lane. The distance from the adjacent vehicle between precedents is a distance between vehicles between a first preceding adjacent vehicle and a second preceding adjacent vehicle as a vehicle preceding it on the adjacent lane. However, in fact, the second vehicle distance acquisition unit 56 can still acquire a vehicle distance between the second subsequent adjacent vehicle and a subsequent vehicle thereto and / or a vehicle distance between the preceding second adjacent vehicle and a vehicle preceding it. In other words, the second vehicle distance acquisition unit 56 can acquire, as the second vehicle distance, a plurality of vehicle distances continuing in a front and rear direction based on the distance between vehicles serving as the target for the change of the vehicle's track. The second vehicle distance acquisition unit 56 begins operation when the first vehicle distance acquisition unit 55 has acquired the first vehicle distance. Alternatively, the second vehicle distance acquisition unit 56 can begin operation by receiving the operating command from the lane change determination unit 54. In addition, in fact, the first vehicle distance acquisition unit 55 and the second vehicle distance acquisition unit 56 can be integrated.
[037] The lane change determination unit 57 determines the possibility of a vehicle lane change using the first vehicle distance acquired by the first vehicle distance acquisition unit 55. Here, the possibility determination unit lane change 57 determines the possibility of changing the vehicle lane using “the distance of the adjacent vehicle between the sides”. When determining that the vehicle can change lanes, the lane change determination unit 57 releases a control command for the brake device 9 and the steering and drive device 10 via the brake controller 6 and the brake controller. steering and actuation 7. The brake device 9 and the steering and actuation device 10 adjust the speed of the vehicle and drive according to the control command to execute the vehicle lane change. In addition, the lane change determination unit 57 can release an operating command for the directional indicator or the like to automatically execute a lane change intention indication by the directional indicator or the like. In addition, the lane change determination unit 57 can be adapted to release a control command to perform the on-screen display on a monitor or audio output from an audio output device to notify the possibility of lane change and the execution (or planned execution) of the change of the track for the passenger through the screen display or the audio output. The lane change determination unit 57 begins operation when the first vehicle distance acquisition unit 55 has acquired the first vehicle distance. Alternatively, the lane change determination unit 57 can be adapted to begin operation by receiving the run command from the lane change requirement determination unit 54. In addition, in fact, the need determination unit lane change 54 and lane change possibility unit 57 can be integrated.
[038] When it is determined by the lane change determination unit 57 that the vehicle lane change is not executable, the wait need determination unit 58 uses the second vehicle distance acquired by the second lane acquisition unit. distance between vehicles 56 to determine the presence or absence of the possibility that the first distance between vehicles extends to the length that allows the lane change, and determines whether or not to wait for the presence or absence of the possibility of the first distance between vehicles if extend to the length that allows the lane change. For example, when an adjacent vehicle positioned at a boundary between the first vehicle distance and the second vehicle distance moves forward or backward and the second vehicle distance becomes shorter, the first vehicle distance becomes longer, while when the second vehicle distance becomes longer, the first vehicle distance becomes shorter. Here, the waiting requirement determination unit 58 uses “a distance from the adjacent vehicle between subsequent ones” or “a distance from the adjacent vehicle between precedents” or both to determine, depending on a change (s) in its length (s), determine the presence or absence of the possibility of the first distance between vehicles extending to the length allowing the change of lane.
[039] The wait requirement determination unit 58 determines that the wait is necessary when determining that there is a possibility that the first distance between vehicles extends to the length that allows the lane change, and releases a control command for the brake device 9 and steering and drive device 10 via brake controller 6 and steering and drive controller 7. Brake device 9 and steering and drive device 10 maintain the vehicle's current movement state and make the vehicle waits in a position lateral to a first vehicle gap which is a vehicle gap between the first preceding adjacent vehicle and the first subsequent adjacent vehicle. During the wait, the lane change determination unit 57 periodically uses the first distance between vehicles to determine the possibility of a lane change for the vehicle. Here, the waiting requirement determination unit 58 counts a waiting time. Then, when it is not determined that the vehicle lane change is executable even after the passage of a certain length of time (for example, the 10-second passage) from the moment when the vehicle starts to wait, the need determination unit from waiting 58 determines that there is no possibility that the first distance between vehicles will extend to the length allowing the change of lane.
[040] The wait requirement determination unit 58 determines that the wait is unnecessary when determining that there is no possibility that the first distance between vehicles will extend to the length that allows lane change and releases a control command for the device brake 9 and steering and actuation device 10 via brake controller 6 and steering and actuation controller 7. Brake device 9 and steering and actuation device 10 adjust the vehicle speed according to the control and move the vehicle to a position lateral to a second adjacent vehicle space in front of or behind the first vehicle space described above.
[041] At this point, when determining that the wait is unnecessary, the waiting need determination unit 58 may use the second vehicle spacing to determine the possibility of a vehicle lane change to the second vehicle spacing above. For example, the waiting requirement determination unit 58 uses "a distance from the adjacent vehicle between subsequent ones" or "a distance from the adjacent vehicle between precedents" or both to determine the possibility of changing the vehicle lane.
[042] When determining that the vehicle lane change to the second space between vehicles above is executable, the standby requirement determination unit 58 releases a control command for the brake device 9 and the steering and drive device 10 via the brake controller 6 and the steering and drive controller 7. The brake device 9 and the steering and drive device 10 adjust the vehicle speed according to the control command and move the vehicle to the side position in the second space between vehicles above.
[043] In addition, when determining that the vehicle lane change to the second space between vehicles above is not executable, the wait requirement determination unit 58 abandons the vehicle lane change and releases a control command for the brake device 9 and steering and drive device 10 via brake controller 6 and steering and drive controller 7. Brake device 9 and steering and drive device 10 stop waiting according to the control command and continue to move around on their own track. In other words, without waiting, the vehicle moves on its own track as usual.
[044] In addition, the standby need determination unit 58 can release a control command to perform the display on the monitor screen or audio output from the audio output device to notify the need for the wait or the need for movement of the vehicle to the passenger through the on-screen display or the audio output. In addition, indeed, the lane change determining unit 57 and the wait requirement determining unit 58 can be integrated.
[045] Although not illustrated, the displacement control device 5 described above is performed by a processor that is triggered based on a program and performs predetermined processing and a memory that stores the program and various types of data.
[046] The above processor is a CPU, a microprocessor, a microcontroller, a semiconductor integrated circuit (LSI) having dedicated or similar functions. The above memory is RAM, ROM, EEPROM, flash memory or the like. Additionally, together with the above memory or as an alternative to memory, a storage such as an HDD or an SSD, a removable disk such as a DVD, a storage medium (a medium) such as an SD memory card or the like can be used. In addition, temporary storage, a resistor or the like can be used.
[047] In addition, the above processor and the above memory can be integrated. For example, recent years have seen an increasing number of single chip microcomputers, and so on. Thus, there may also be a case in which a single chip microcomputer that is mounted on an electronic device or similar equivalent to the displacement control device 5 is provided with the above processor and the above memory. However, in fact, the invention is not limited to the examples above. (TRACK CHANGE ENVIRONMENT)
[048] A description will be given of a case of determining the possibility of a lane change taking an example of a lane changing environment (a traffic situation) as represented in figure 3.
[049] Figure 3 illustrates a proper lane "A", an adjacent lane "B", a vehicle "A1", a first subsequent adjacent vehicle "B21", a second subsequent adjacent vehicle "B22", a first preceding adjacent vehicle "B31", a second preceding adjacent vehicle "B32", a distance from the adjacent vehicle between sides "L1", a distance from the adjacent vehicle between subsequent "L2" and a distance from the adjacent vehicle between precedents "L3". In addition, the first subsequent adjacent vehicle "B21", the second subsequent adjacent vehicle "B22", the first preceding adjacent vehicle "B31" and the second preceding adjacent vehicle "B32" are vehicles on adjacent lane "B". The first subsequent adjacent vehicle "B21" and the second subsequent adjacent vehicle "B22" are vehicles positioned behind the vehicle "A1" in the front and rear direction. The second subsequent adjacent vehicle "B22" is a subsequent vehicle to the first subsequent adjacent vehicle "B21". The first preceding adjacent vehicle "B31" and the second preceding adjacent vehicle "B32" are vehicles in front of vehicle "A1" in the front and rear direction. The second preceding adjacent vehicle "B32" is a vehicle preceding the first preceding adjacent vehicle "B31". The distance between the adjacent vehicle between sides "L1" is a distance between vehicles between the first preceding adjacent vehicle "B31" and the first subsequent adjacent vehicle "B21". The distance from the adjacent vehicle between subsequent "L2" is a distance between vehicles between the first subsequent adjacent vehicle "B21" and the second subsequent adjacent vehicle "B22". The distance from the adjacent vehicle between vehicles "L3" is a distance between vehicles between the first preceding adjacent vehicle "B31" and the second preceding adjacent vehicle "B32".
[050] In the lane change environment as depicted in figure 3, the unit for determining the detection status of neighboring vehicle 52 acquires the distance between vehicles and the relative speed of each of the first subsequent adjacent vehicle “B21”, of the second subsequent adjacent vehicle "B22", the first preceding adjacent vehicle "B31" and the second preceding adjacent vehicle "B32" in relation to vehicle "A1" to check the presence or absence of each vehicle. In addition, the speed calculation unit of the neighboring vehicle 53 calculates, based on the speed of the vehicle "V1" representing the speed of the vehicle "A1" and the relative speed of the first subsequent adjacent vehicle "B21", a first speed of the vehicle subsequent adjacent “V21” representing the speed of the first subsequent adjacent vehicle “B21”. Similarly, based on the speed of the vehicle "V1" and the relative speed of the first preceding adjacent vehicle "B31", the unit for calculating the speed of the neighboring vehicle 53 calculates a first speed of the preceding adjacent vehicle "V31" representing the speed of the first preceding adjacent vehicle “B31”. In addition, with respect to the second subsequent adjacent vehicle "B22" and the second preceding adjacent vehicle "B32", any of their speeds can be calculated. The speed calculation unit of the neighboring vehicle 53 calculates the speed of the vehicle “V1” using the wheel speed sensor 2, if necessary. In addition, in fact, the speed calculation unit of the neighboring vehicle 53 can acquire the first speed of the subsequent adjacent vehicle "V21" and of the first preceding adjacent vehicle "V31" via communication device 4 (communication between vehicles, communication vehicle on the road or similar). Then, the first vehicle distance acquisition unit 55 acquires the distance from the adjacent vehicle between side "L1" in the lateral position to the vehicle. The second vehicle distance acquisition unit 56 calculates the distance from the adjacent vehicle between subsequent "L2" in the rear side direction of the vehicle and the distance from the adjacent vehicle between precedents "L3" in its front side direction. In addition, with respect to the distance from the adjacent vehicle between subsequent "L2" and the distance from the adjacent vehicle between precedents "L3", any of them can be calculated.
[051] In addition, in the lane change environment as depicted in figure 3, the speed calculation unit of the neighboring vehicle 53 checks whether the lane itself is a higher speed lane or a lower speed lane than adjacent lane. It is possible to check whether the proper track is a higher or lower speed track than the adjacent track by comparing the speed of the vehicle "V1" with the first speed of the subsequent adjacent vehicle "V21" and the first speed of the preceding adjacent vehicle " V31 ”. For example, when the speed of the vehicle "V1" is higher than the first speed of the subsequent adjoining vehicle "V21" and the first speed of the preceding adjacent vehicle "V31", it can be determined that the proper track is a track higher speed than the adjacent track. In addition, when the speed of the vehicle "V1" is lower than the first speed of the subsequent adjacent vehicle "V21" and the first speed of the preceding adjacent vehicle "V31", it can be determined that the proper track is a faster speed track. lower than the adjacent track. When the runway itself is a higher speed run than the adjacent runway, the standby need determination unit 58 uses the distance information from the adjacent vehicle between subsequent “L2” to determine the presence or absence of the possibility that the distance of the adjacent vehicle between sides "L1" extends to a length allowing a change of lane by a change in the length of the distance of the adjacent vehicle between subsequent "L2". In addition, when the runway itself is a lower speed run than the adjacent runway, the standby need determination unit 58 uses the adjacent vehicle distance information between precedents “L3” to determine the presence or absence of the possibility that the distance of the adjacent vehicle between sides "L1" extends to the length that allows the change of lane by a change in the length of the distance of the adjacent vehicle between precedents "L3". Details of this will be described below.
[052] First, with reference to figure 4, a description of a case will be given in which the proper track is a higher speed track than the adjacent track. In this case, focusing on the distance of the adjacent vehicle between subsequent “L2”, a determination will be made as to the presence or absence of the possibility that the distance of the adjacent vehicle between lateral “L1” will extend to a length that allows a lane change.
[053] In step S101, the lane change determination unit 57 checks whether the distance from the adjacent vehicle between side "L1" is greater or not than a first threshold value. At that moment, not only the determination of the distance of the adjacent vehicle between the sides "L1", but also the determination of the relative speed between the vehicle "A1" and the first subsequent adjacent vehicle "B21" and the determination of the distance between the vehicle position “A1” and a lane change end point can be done in combination with this. The first threshold value represents a distance between vehicles necessary for vehicle “A1” to change lanes. Details of the first threshold value will be described later. When the distance from the adjacent vehicle between sides “L1” is less than the first threshold value (not in step S101), the distance from the adjacent vehicle between sides “L1” is insufficient. Thus, it is determined that the lane change is not executable and the flow proceeds to step S102. In addition, when the distance from the adjacent vehicle between sides "L1" is greater than the first threshold value, the distance from the adjacent vehicle between sides "L1" is sufficient. Thus, it is determined that the lane change is executable (yes in step S101) and the flow proceeds to step S104.
[054] In step S102, the waiting requirement determination unit 58 checks whether the distance from the adjacent vehicle between subsequent “L2” is greater or not than a second threshold value. The second threshold value represents a distance between vehicles necessary for the first subsequent adjacent vehicle "B21" to extend the distance of the adjacent vehicle between sides "L1" (to move relatively backwards). Details of the second threshold value will be described later. When the distance from the adjacent vehicle between subsequent “L2” is greater than the second threshold value (yes in step S102), the flow proceeds to step S103. In addition, when the distance from the adjacent vehicle between subsequent “L2” is less than the second threshold value (not in step S102), the flow proceeds to step S105.
[055] In step S103, the waiting requirement determination unit 58 determines that there is a possibility that the first subsequent adjacent vehicle “B21” will decelerate with respect to vehicle “A1” to extend the distance of the adjacent vehicle between side “L1” . For example, as shown in figure 5A, in the case of a situation in which the distance from the adjacent vehicle between sides "L1" is less than the first threshold value and the distance from the adjacent vehicle between subsequent "L2" is greater than the second threshold value (L1 <first threshold value and L2> second threshold value), it is determined that there is a possibility that the distance from the adjacent vehicle between side "L1" extends to the length that allows the lane change (a high probability) . At that moment, the passenger of the vehicle “A1” indicates an intention to change lanes by the directional or similar indicator and the vehicle waits in a position lateral to the first space between vehicles represented by the distance of the adjacent vehicle between lateral “L1” until the distance from the adjacent vehicle between sides “L1” exceeds the first threshold value (proceed to S101). An upper limit can be set for the waiting time at that time, or the wait can be canceled by the passenger's operation. In addition, the passenger can be thought of as the lane change determination unit 57 or the wait requirement determination unit 58. For example, instead of the passenger, the lane change determination unit 57 or the waiting requirement determination unit 58 may be adapted to automatically indicate the intention to change lanes by the directional indicator or the like. When the distance of the adjacent vehicle between sides “L1” becomes greater than the first threshold value (yes in step S101 after proceeding) by decelerating the first subsequent adjacent vehicle “B21” with respect to vehicle “A1” to extend the distance of the adjacent vehicle between sides "L1" during the wait, the lane change determination unit 57 determines that the lane change is executable due to the sufficient distance from the adjacent vehicle between sides "L1" and the flow proceeds to step S104.
[056] In step S104, the lane change determination unit 57 releases a control command for the brake device 9 and the steering and drive device 10 via the brake controller 6 and the steering and drive controller 7. The brake device 9 and the steering and drive device 10 adjust the speed of the vehicle "A1" and drive according to the control command to execute the lane change of the vehicle "A1". For example, a lane change to the distance from the adjacent vehicle between the sides "L1" is performed when the distance from the adjacent vehicle between the sides "L1" is greater than the first threshold value at the present time or when the first subsequent adjacent vehicle " B21 ”decelerated in response to the indication of intention by the passenger of the vehicle“ A1 ”and with this the distance of the adjacent vehicle between the sides“ L1 ”became greater than the first threshold value while waiting in the lateral position to the first space between vehicles represented by the distance of the adjacent vehicle between side "L1".
[057] In step S105, the waiting requirement determination unit 58 determines that the wait is unnecessary since there is no possibility that the first subsequent adjacent vehicle “B21” will decelerate to extend the distance of the adjacent vehicle between side “L1” and the vehicle moves to a position lateral to the second space between vehicles represented by another distance between vehicles positioned in front of or behind the distance of the adjacent vehicle between lateral “L1”. In reality, when determining that the wait is unnecessary, the waiting need determination unit 58 can determine the possibility of a lane change from the vehicle to the other distance between vehicles above and then when it determines that the lane change from the vehicle to the other distance between vehicles mentioned above is executable, the vehicle can be moved to the side position at the second space between vehicles. In other words, when it is determined that waiting is unnecessary, a change of lane to the current space between vehicles in the position lateral to the vehicle “A1” is abandoned and a change of lane to the other space between vehicles is attempted. For example, as shown in figure 5B, when the distance from the adjacent vehicle between sides "L1" is less than the first threshold value and the distance from the adjacent vehicle between subsequent "L2" is also less than the second threshold value (L1 <first threshold value and L2 <second threshold value), the unit for determining the need for waiting 58 determines that there is no possibility that the distance from the adjacent vehicle between side "L1" extends to the length that allows the lane change (a low probability), thus determines that the wait is unnecessary and releases a control command for the brake device 9 and the steering and drive device 10 via the brake controller 6 and the steering and drive controller 7. The device brake 9 and steering and actuation device 10 adjust the vehicle speed “A1” to change the vehicle's position according to the control command, thus moving the vehicle to the side position when second space between vehicles above. For example, vehicle "A1" is accelerated so that it is positioned further ahead than the first preceding adjacent vehicle "B31". Since vehicle “A1” is moving on the higher speed lane than adjacent lane “B”, it can overtake the preceding preceding adjacent vehicle “B31” when moving to the side position at the second space between vehicles during the following movement or during a lane change. At a point in time when vehicle "A1" has passed the first preceding adjacent vehicle "B31", the flow proceeds to step S106.
[058] In step S106, the standby need determination unit 58 defines the distance from the adjacent vehicle between sides "L1" before passing the first preceding adjacent vehicle "B31" (the previous one) to the distance from the adjacent vehicle between subsequent ones “L2” after overtaking vehicle “B31” (the current one) (L2 = L1). For example, at a point in time when vehicle "A1" has passed the first preceding adjacent vehicle "B31" (at a time in time when the first preceding adjacent vehicle "B31" has become the first subsequent adjacent vehicle "B21") , the distance from the adjacent vehicle between side "L1" before overtaking is defined for the distance from the adjacent vehicle between subsequent "L2". In the definition of the distance between the adjacent vehicle between the sides "L1" and the distance between the adjacent vehicle between the sides "L2", the distance between the adjacent vehicle between the sides "L1" of the previous one can be replaced directly by the distance between the adjacent vehicle between the subsequent ones or can be corrected according to the vehicle speed of the adjacent vehicle and an elapsed time. However, in reality, after overtaking the first preceding adjacent vehicle "B31", the distance from the adjacent vehicle between subsequent "L2" can again be acquired from the second vehicle distance acquisition unit 56.
[059] Additionally, in the above description, even in the case where the distance from the adjacent vehicle between sides “L1” is approximately equal to the first threshold value (L1 ~ first threshold value), it can be determined that the distance from the adjacent vehicle between sides “L1” is greater than the first threshold value. Similarly, even in the case where the distance from the adjacent vehicle between subsequent “L2” is approximately equal to the second threshold value (L2 ~ second threshold value), it can be determined that the distance from the adjacent vehicle between subsequent “L2” is greater than the second threshold value. Here, the reason for using the expression: approximately equal to "~" is to consider some errors as being acceptable. Of course, this can also be read as being equal to "=". However, in reality, the invention is not limited to the examples above.
[060] The first threshold value will be described below.
[061] The lane change determination unit 57 acquires a time between “THW1” vehicles that can be previously (in advance) defined. The time between vehicles “THW1” represents a time between vehicles with respect to a vehicle on the adjacent lane “B” required when vehicle “A1” changed lanes. The wait requirement determination unit 58 calculates and defines the first threshold value based on the vehicle speed “V1” and the time between vehicles “THW1” using the following formula (1): First threshold value = V1 x THW1 ... (1)
[062] For example, when “V1 = 100 km / h” and “THW1 = 3 seconds”, “first threshold value = approximately 83 m”. The first threshold value is variable according to the vehicle speed “V1”. Thus, the faster the speed of the “V1” vehicle, the longer the first threshold value. Furthermore, in reality, instead of the speed of the vehicle "V1", it is also conceivable to use a relative speed between the vehicle "A1" and the vehicle on the adjacent lane "B". In this way, the lane change determination unit 57 defines the first threshold value as a distance between vehicles required for vehicle “A1” to change lanes.
[063] The second threshold value will be described below.
[064] The Waiting Needs Determination Unit 58 acquires a previously defined minimum time between vehicles “THW2min”. The minimum subsequent inter-vehicle time “THW2min” is the minimum inter-vehicle time required to be maintained between the first subsequent adjacent vehicle “B21” and the second subsequent adjacent vehicle “B22” during the next movement. The wait requirement determination unit 58 calculates a minimum subsequent vehicle distance “L2min” between subsequent adjacent vehicles based on the first speed of the subsequent adjacent vehicle “V21” and the time between subsequent minimum vehicles “THW2min” using the following formula ( 2): L2min = THW2min x V21 ... (2)
[065] The minimum subsequent vehicle distance “L2min” is the minimum vehicle distance required to be maintained between the first subsequent adjacent vehicle “B21” and the second subsequent adjacent vehicle “B22” during the next movement. For example, setting the minimum minimum time between vehicles “THW2min” to 4 to 5 seconds allows the definition of a distance between vehicles that does not appear unusual in a typical traffic scene. In addition, the waiting requirement determination unit 58 acquires a previously defined allowance “margin” of adjustment. The adjustment allowance “margin” is an interchangeable distance (variable) according to the movement situations of other vehicles around vehicle “A1” and vehicle “A1” and other conditions. The waiting requirement determination unit 58 calculates and defines the second threshold value based on the subsequent minimum distance between vehicles "L2min", the first threshold value, the distance from the adjacent vehicle between sides "L1" and the allowance "margin" adjustment by the following formula (3): Second threshold value = L2min + first threshold value - L1 + margin ... (3)
[066] For example, when "L2min = approximately 83 m", "first threshold = approximately 83 m", "L1 = 50 m" and "margin = 10 m", "second threshold = approximately 126 m". The second threshold value is variable according to the distance obtained by reducing the distance between vehicles "L1" from the first threshold value (a difference between the first threshold value and the distance between vehicles "L1"). Thus, the longer the distance between vehicles "L1" is in relation to the first threshold value, the shorter the second threshold value. This is because when the distance between vehicles "L1" is long enough, a distance between vehicles necessary for vehicle "A1" to change lanes is guaranteed even if the first subsequent adjacent vehicle "B21" does not yield a space. In this way, the waiting requirement determination unit 58 defines the second threshold value, so that vehicle "A1" can change lanes even if the first subsequent adjacent vehicle "B21" does not give up a space.
[067] By defining the second threshold value as described above, the condition of "allowance distance from L2> insufficient distance from L1" is satisfied in a positional relationship that satisfies the condition of "L2> second threshold value". As long as the condition is met, the first subsequent adjacent vehicle "B21" can change the vehicle's position backwards (relatively moving backwards by slowing down or maintaining the status quo), in order to compensate for an insufficient distance from the distance from the adjacent vehicle. between sides “L1”, as shown in figure 6. Thus, when vehicle “A1” indicates the intention to change lanes, it is determined that there is a possibility that the first subsequent adjacent vehicle “B21” extends the distance between vehicles.
[068] Thus, when vehicle "A1" changes lanes, predict the influence of the first subsequent adjacent vehicle "B21" due to the change of lane using not only the distance of the adjacent vehicle between side "L1", but also the distance of the adjacent vehicle between subsequent “L2” allows the possibility of changing the lane to be determined with higher precision than in conventional techniques. Thereby, when changing lanes, the positional relationship between the three adjacent vehicles can be used to find a space that is more likely to be available, so that the lane change can be made.
[069] Next, with reference to figure 7, a description of a case will be provided in which the proper track is a lower speed track than the adjacent track. In this case, focusing on the distance of the adjacent vehicle between precedents "L3", a determination will be made as to the presence or absence of the possibility that the distance of the adjacent vehicle between lateral "L1" extends to a length that allows a change of lane.
[070] In step S201, the lane change determination unit 57 checks whether the distance from the adjacent vehicle between side "L1" is wider or not than a first threshold value. At that time, not only the determination on the distance of the adjacent vehicle between the side “L1”, but also a determination on a relative speed between the vehicle “A1” and the first preceding adjacent vehicle “B31” and a determination on the distance between the vehicle position “A1” and a lane change end point can be done in combination with this. The details of the first threshold value are as described above. When the distance from the adjacent vehicle between sides "L1" is less than the first threshold value (not in step S201), the distance from the adjacent vehicle between sides "L1" is insufficient. Thus, it is determined that the lane change is not executable and the flow proceeds to step S202. In addition, when the distance from the adjacent vehicle between sides "L1" is greater than the first threshold value (yes in step S201), the distance from the adjacent vehicle between sides "L1" is sufficient. Thus, it is determined that the lane change is executable and the flow proceeds to step S204.
[071] In step S202, the waiting requirement determination unit 58 checks whether the distance from the adjacent vehicle between precedents “L3” is greater or not than a third threshold value. The third threshold value represents a distance between vehicles necessary for the first preceding adjacent vehicle "B31" to extend the distance of the adjacent vehicle between sides "L1" (to move relatively forward). Details of the third threshold value will be described later. When the distance from the adjacent vehicle between precedents “L3” is greater than the third threshold value (yes in step S202), the flow continues to step S203. In addition, when the distance from the adjacent vehicle between precedents “L3” is less than the third threshold value (not in step S202), the flow proceeds to step S205.
[072] In step S203, the waiting requirement determination unit 58 determines that there is a possibility that the first preceding adjacent vehicle “B31” will accelerate with respect to vehicle “A1” to extend the distance of the adjacent vehicle between side “L1” . For example, as shown in figure 8A, in the case of a situation in which the distance from the adjacent vehicle between sides "L1" is less than the first threshold value and the distance from the adjacent vehicle between "L3" precedents is greater than that the third threshold value (L1 <first threshold value and L3> third threshold value), it is determined that there is a possibility that the distance from the adjacent vehicle between side "L1" extends to a length that allows the lane change. At that moment, the passenger of the vehicle “A1” indicates the intention to change lanes by the directional indicator or similar and the vehicle waits in a position lateral to the first space between vehicles represented by the distance of the adjacent vehicle between lateral “L1” until the distance of the adjacent vehicle between sides “L1” exceeds the first threshold value (proceed to S201). An upper limit can be set for the waiting time at that time, or the wait can be canceled by the passenger's operation. In addition, the passenger can be thought of as the lane change determination unit 57 or the wait requirement determination unit 58. For example, instead of the passenger, the lane change determination unit 57 or the waiting requirement determination unit 58 may be adapted to automatically indicate the intention to change lanes by the directional indicator or the like. When the distance of the adjacent vehicle between sides “L1” becomes greater than the first threshold value (yes in step S201 after proceeding) by accelerating the first preceding adjacent vehicle “B31” with respect to vehicle “A1” to extend the distance of the adjacent vehicle between side "L1" during the wait, the lane change determination unit 57 determines that the lane change is executable due to the sufficient distance from the adjacent vehicle between side "L1" and the flow proceeds to the stage S204.
[073] In step S204, the lane change determination unit 57 releases a control command for the brake device 9 and the steering and drive device 10 via the brake controller 6 and the steering and drive controller 7. The brake device 9 and the steering and drive device 10 adjust the speed of the vehicle “A1” and drive according to the control command to change the lane of the vehicle “A1”. For example, a change of lane for the distance from the adjacent vehicle between sides "L1" is performed when the distance from the adjacent vehicle between sides "L1" is greater than the first threshold value at the present time or at a point in time when the first preceding adjacent vehicle “B31” has accelerated in response to the indication of intention by the passenger of vehicle “A1” and thereby the distance of the adjacent vehicle between side “L1” has become greater than the first threshold value while waiting in the lateral position to the first space between vehicles represented by the distance from the adjacent vehicle between side "L1".
[074] In step S205, the waiting requirement determination unit 58 determines that the wait is unnecessary since there is no possibility that the first preceding adjacent vehicle “B31” will accelerate to extend the distance of the adjacent vehicle between side “L1” , and the vehicle moves to a position lateral to the second space between vehicles represented by another distance between vehicles positioned in front of or behind the distance of the adjacent vehicle between lateral “L1”. In reality, when determining that the wait is unnecessary, the waiting requirement determination unit 58 determines the possibility of a vehicle lane change for the other vehicle distance above. Then, when it is determined that the vehicle's lane change to the other vehicle distance is executable, the vehicle can be moved to the side position at the second vehicle space. In other words, when it is determined that the wait is unnecessary, a change of lane for the current distance between vehicles in the position lateral to the vehicle "A1" is abandoned and a change of lane for the other space between vehicles is attempted. For example, as shown in figure 8B, when the distance from the adjacent vehicle between sides "L1" is less than the first threshold value and the distance from the adjacent vehicle between precedents "L3" is also less than the third threshold value (L1 <first threshold value and L3 <third threshold value), the waiting requirement determination unit 58 determines that there is no possibility that the distance from the adjacent vehicle between side "L1" extends to a length that allows the lane change, as well determines that the wait is unnecessary and releases a control command for the brake device 9 and the steering and drive device 10 via the brake controller 6 and the steering and drive controller 7. The brake device 9 and the steering device steering and drive 10 adjust the vehicle speed “A1” to change the position of the vehicle “A1” with respect to the first subsequent adjacent vehicle “B21” according to the control command, thus moving the vehicle to the position lateral to the second space between vehicles above. For example, vehicle “A1” is decelerated so that it is positioned further back than the first subsequent adjacent vehicle “B21”. Alternatively, vehicle "A1" is induced to wait, so that the first subsequent adjacent vehicle "B21" is accelerated to be positioned further ahead than vehicle "A1". Since vehicle "A1" is moving on the lower speed lane than adjacent lane "B", vehicle "A1" allows the first subsequent adjacent vehicle "B21" to pass (precede) when moving to the side position to the second space between vehicles during the next movement or during a lane change. At a point in time when vehicle “A1” has been overtaken by the first subsequent adjacent vehicle “B21”, the flow proceeds to step S206.
[075] In step S206, the standby need determination unit 58 defines the distance from the adjacent vehicle between sides "L1" before being passed by the first subsequent adjacent vehicle "B21" (the previous one) to the distance from the adjacent vehicle between precedents “L3” after being exceeded (current) (L3 = L1). For example, at a point in time when vehicle "A1" has been overtaken by the first subsequent adjacent vehicle "B21" (at a point in time when the first subsequent adjacent vehicle "B21" has become the first preceding adjacent vehicle "B31" ), the distance from the adjacent vehicle between sides “L1” before being passed is defined for the distance from the adjacent vehicle between precedents “L3”. In the definition of the distance from the adjacent vehicle between sides "L1" to the distance from the adjacent vehicle between sides "L3", the distance from the adjacent vehicle between sides "L1" from the previous one can be directly replaced by the distance from the adjacent vehicle between precedents or can be corrected according to the vehicle speed of the adjacent vehicle and an elapsed time. However, in reality, after being overtaken by the first subsequent adjacent vehicle "B21", the distance from the adjacent vehicle between precedents "L3" can again be acquired from the second vehicle distance acquisition unit 56.
[076] In addition, in the description above, even in the case where the distance from the adjacent vehicle between sides "L1" is approximately equal to the first threshold value (L1 ~ first threshold value), it can be determined that the distance from the adjacent vehicle between sides “L1” is greater than the first threshold value. Similarly, even in the case where the distance from the adjacent vehicle between precedents "L3" is approximately equal to the third threshold value (L3 ~ third threshold value), it can be determined that the distance from the adjacent vehicle between precedents "L3" is greater than the third threshold value. Here, the reason for using the expression: approximately equal to "~" is to consider some errors as being acceptable. Of course, it can also be read as being equal to "=". However, in reality, the invention is not limited to the examples above.
[077] The third threshold value will be described below.
[078] The unit for determining the need for waiting 58 acquires a previously defined minimum time between vehicles "THW3min". The preceding minimum inter-vehicle time “THW3min” is a minimum inter-vehicle time required to be maintained between the first preceding adjacent vehicle “B31” and the second preceding adjacent vehicle “B32” during the next move. The waiting requirement determination unit 58 calculates a minimum previous vehicle distance “L3min” between previous adjacent vehicles based on the first speed of the previous adjacent vehicle “V31” and the time between previous minimum vehicles “THW3min” using the formula next (4): L3min = THW3min X V31 ... (4)
[079] The preceding minimum vehicle distance “L3min” is the minimum vehicle distance required to be maintained between the first preceding adjacent vehicle “B31” and the second preceding adjacent vehicle “B32” during the next movement. For example, setting the preceding minimum time between vehicles "THW3min" to 4 to 5 seconds allows the definition of a distance between vehicles that does not seem unusual in a typical traffic scene. In addition, the waiting requirement determination unit 58 acquires a previously defined allowance “margin” of adjustment. The adjustment allowance “margin” is as described above. The waiting requirement determination unit 58 calculates and defines a third threshold value based on the previous minimum vehicle distance “L3min”, the first threshold value, the distance from the adjacent vehicle between side “L1” and the allowance “margin” adjustment using the following formula (5): Third threshold value = L3min + first threshold value - L1 + margin ... (5)
[080] For example, when "L3min = approximately 83 m", "first threshold value = approximately 83 m", "L1 = 50 m", and "margin" = 10 m "," third threshold value = approximately 126 m " . The third threshold value is variable according to the distance obtained by reducing the distance between vehicles "L1" from the first threshold value (a difference between the first threshold value and the distance between vehicles "L1"). Thus, the longer the distance between vehicles "L1" is in relation to the first threshold value, the shorter the third threshold value. This is because when the distance between vehicles "L1" is long enough, a distance between vehicles necessary for vehicle "A1" to change lanes is guaranteed even if the first preceding adjacent vehicle "B31" does not yield a space. In this way, the waiting requirement determination unit 58 defines the third threshold value, so that vehicle "A1" can change lanes even if the first preceding adjacent vehicle "B31" does not give up a space.
[081] By defining the third threshold value as described above, the condition of "allowance distance from L3> insufficient distance from L1" is satisfied in a positional relationship that satisfies the condition of "L3> third threshold value". As shown in Figure 9, the first preceding adjacent vehicle “B31” can change the vehicle's position forward (move forward relatively by accelerating or maintaining the status quo), in order to compensate for the insufficient distance from the distance of the adjacent vehicle between “L1” side panels. Thus, when vehicle "A1" indicates the intention to change lanes, it is determined that there is a possibility that the first preceding adjacent vehicle "B31" extends the distance between vehicles.
[082] Thus, when vehicle "A1" changes lanes, predict the influence of the first preceding adjacent vehicle "B31" due to the change of lane using not only the distance of the adjacent vehicle between side "L1", but also the distance of the adjacent vehicle between precedents “L3” allows the possibility of changing lanes to be determined with higher precision than in conventional techniques. Therefore, when changing lanes, the positional relationship between the three adjacent vehicles can be used to find a space that is more likely to be available, so that the lane change can be made. (BEHAVIOR AND OTHERS)
[083] Below, a description of the vehicle's behavior will be provided.
[084] Vehicle “A1” performs the ACC movement or platoon movement by the control state definition unit 51. During movement on the proper lane “A”, vehicle “A1” acquires a distance between vehicles and a speed relative (or a vehicle position and vehicle speed) of each of the subsequent subsequent adjacent vehicle "B21" in the rear lateral direction of the vehicle, of the subsequent subsequent adjacent vehicle "B22" as the vehicle subsequent to it, of the first adjacent vehicle preceding “B31” in the front lateral direction of the vehicle and the preceding second adjacent vehicle “B32” as the vehicle preceding it on the adjacent lane “B” with respect to vehicle “A1” by the unit for determining the detection status of the neighboring vehicle 52 to determine the presence or absence of each vehicle. In addition, the speed calculation unit of the neighboring vehicle 53 calculates the first speed of the subsequent adjacent vehicle "V21" representing the speed of the first subsequent adjacent vehicle "B21" based on the speed of the vehicle "V1" representing the speed of the vehicle "A1 ”And the relative speed of the first subsequent adjacent vehicle“ B21 ”. Similarly, based on the speed of the vehicle "V1" and the relative speed of the first preceding adjacent vehicle "B31", the unit for calculating the speed of the neighboring vehicle 53 calculates the first speed of the preceding adjacent vehicle "V31" representing the speed the first preceding adjacent vehicle “B31”. In addition to that, using the speed calculation unit of the neighboring vehicle 53, the vehicle "A1" checks at least one of the first speed of the subsequent adjacent vehicle "V21" and of the first speed of the preceding adjacent vehicle "V31" and of the speed of the next vehicle. vehicle "V1" to check whether the own track "A" is a higher speed track or a lower speed track than the adjacent track "B". Therefore, vehicle “A1” can recognize the existence of adjacent vehicles around vehicle “A1” on adjacent lane “B”. In addition, through the speed calculation unit of the neighboring vehicle 53, the vehicle "A1" can understand the speeds of the adjacent vehicles. In addition, through the speed calculation unit of the neighboring vehicle 53, the vehicle "A1" can check the speed of the vehicle "A1" and the speeds of the adjacent vehicles to verify that the own track "A" is a speed lane higher or a lower speed track than the adjacent track “B”.
[085] When the first subsequent adjacent vehicle "B21" and the first preceding adjacent vehicle "B31" are detected by the unit for determining the detection status of neighboring vehicle 52, vehicle "A1" calculates, using the first acquisition unit of the distance between vehicles 55, the distance between the adjacent vehicle between the sides "L1" based on the distance between vehicles with (or the vehicle position of) each of the subsequent subsequent adjacent vehicle "B21" and the preceding adjacent adjacent vehicle "B31". In addition, when the first subsequent adjacent vehicle "B21" and the first preceding adjacent vehicle "B31" are not detected by the detection state determination unit of neighboring vehicle 52, it is obvious that a lane change is executable without having to calculate the distance of the adjacent vehicle between side "L1". In this case, for convenience, the distance from the adjacent vehicle between side "L1" can be infinite or sufficiently large. In addition, in reality, the first vehicle distance acquisition unit 55 can calculate the distance of the adjacent vehicle between side "L1" before, after or at the same time when the speed calculation unit of the neighboring vehicle 53 checks whether the runway “A” itself is a higher speed track or a lower speed track than adjacent track “B”. This is because the distance from the adjacent vehicle between side "L1" will be calculated in any case, regardless of whether it is a higher speed lane or a lower speed lane.
[086] When lane “A” itself is a higher speed lane than adjacent lane “B” and the second preceding adjacent vehicle “B32” is detected by the detection state determination unit of neighboring vehicle 52, the vehicle “A1” calculates, using the second vehicle distance acquisition unit 56, the distance from the adjacent vehicle between subsequent “L2” based on the distance between vehicles with (or the vehicle position of) each of the first adjacent vehicle. subsequent “B21” and the second subsequent adjacent vehicle “B22”. Through the lane change determination unit 57, vehicle "A1" determines the possibility of lane change for vehicle "A1" using the distance of the adjacent vehicle between side "L1". When it is determined that the lane change is not executable, the wait requirement determination unit 58 checks the distance from the adjacent vehicle between subsequent “L2” to determine the presence or absence of the possibility that the distance from the adjacent vehicle between laterals “ L1 ”extends to a length that allows the change of lane by a change in the length of the distance from the adjacent vehicle between subsets“ L2 ”.
[087] In addition, when the subsequent second adjacent vehicle "B22" is not detected by the unit for determining the detection status of neighboring vehicle 52, this indicates no existence of the second subsequent adjacent vehicle "B22". So, of course, there is a possibility that the distance from the adjacent vehicle between side "L1" extends to the length that allows the lane change. In this case, for convenience, the distance from the adjacent vehicle between subsequent “L2” can have a value that is either infinite or sufficiently large.
[088] With this, the vehicle "A1" automatically determines whether the vehicle can change lanes or not in the case in which the own lane "A" is a higher speed lane than the adjacent lane "B". In addition, vehicle "A1" automatically determines whether there is a possibility that the distance from the adjacent vehicle between side "L1" will extend to a length that allows a lane change in the event that vehicle "A1" currently cannot change lanes .
[089] When lane “A” itself is a slower speed lane than adjacent lane “B” and the subsequent second adjacent vehicle “B22” is detected by the detection state determination unit of neighboring vehicle 52, the vehicle "A1" calculates, using the second vehicle distance acquisition unit 56, the distance from the adjacent vehicle between precedents "L3" based on the distance between vehicles with (or the vehicle position of) each of the first preceding adjacent vehicle “B31” and the second preceding adjacent vehicle “B32”. Through the lane change determination unit 57, vehicle "A1" determines the possibility of lane change for vehicle "A1" using the distance of the adjacent vehicle between side "L1". When it is determined that the lane change is not feasible, the waiting requirement determination unit 58 checks the distance from the adjacent vehicle between precedents "L3" to determine the presence or absence of the possibility that the distance from the adjacent vehicle between laterals " L1 "extends to a length that allows the lane change by a change in the length of the distance from the adjacent vehicle between precedents" L3 ".
[090] In addition, when the preceding second adjacent vehicle "B32" is not detected by the unit for determining the detection status of neighboring vehicle 52, this indicates the non-existence of the preceding second adjacent vehicle "B32". So, of course, there is a possibility that the distance from the adjacent vehicle between side "L1" extends to the length that allows the lane change. In this case, for convenience, the distance from the adjacent vehicle between precedents "L3" may have a value that is infinite or sufficiently large.
[091] With this, the vehicle "A1" automatically determines whether the vehicle "A1" can change lanes or not in the case in which the own lane "A" is a lower speed lane than the adjacent lane "B" . In addition, vehicle "A1" automatically determines whether there is a possibility that the distance from the adjacent vehicle between side "L1" will extend to a length that allows a lane change in the event that vehicle "A1" currently cannot change lanes .
[092] However, in reality, in spite of whether the “A” track itself is a higher speed track or a lower speed track than the adjacent track “B”, when the second subsequent adjacent vehicle “ B22 ”and the preceding second adjacent vehicle“ B32 ”are both detected by the unit for determining the detection status of the neighboring vehicle 52, the vehicle“ A1 ”can calculate, using the second vehicle for acquisition of the distance between vehicles 56, both the distance of the adjacent vehicle between subsequent "L2" and the distance of the adjacent vehicle between preceding "L3".
[093] For example, when both the distance from the adjacent vehicle between subsequent “L2” and the distance from the adjacent vehicle between precedents “L3” are calculated by the second vehicle distance acquisition unit 56, the vehicle “A1” causes the standby need determination unit 58 check both the distance from the adjacent vehicle between subsequent "L2" and the distance from the adjacent vehicle between precedents "L3" to determine the presence or absence of the possibility that the distance from the adjacent vehicle between the sides " L1 ”extends to a length that allows a change of lane by a change in the length of any of the distances between vehicles.
[094] With this, when the vehicle "A1" cannot generally change lanes, the vehicle "A1" automatically determines if there is a possibility that the distance from the adjacent vehicle between sides "L1" will extend to the length that allows the change of track.
[095] When the lane change determination unit 57 determines that the lane change is executable or when the lane change determination unit 58 determines that there is a possibility that the distance from the adjacent vehicle between side "L1" extends to the length that allows the lane change, the vehicle “A1” releases a control command for the brake device 9 and the steering and drive device 10 via the brake controller 6 and the steering and drive controller 7 and changes the tracks by the brake device 9 and the steering and drive device 10.
[096] At this time, the “A1” vehicle can cause the lane change determination unit 57 or the wait requirement determination unit 58 to release an operating command for the directional indicator or the like to automatically indicate the intention to change lanes by the directional indicator or similar.
[097] In addition, the “A1” vehicle can cause the lane change determination unit 57 or the wait requirement determination unit 58 to release a control command to execute the display on the monitor screen or audio output from the audio output device to notify the possibility of the lane change and the execution (or planned execution) of the lane change for the passenger via the screen monitor or the audio output.
[098] Here, when lane change determination unit 57 determines that lane change is executable, vehicle lane change “A1” can be done immediately. In this way, vehicle "A1" immediately changes lanes from own track "A" to adjacent track "B" by the brake device 9 and the steering and drive device 10 to move between the first subsequent adjacent vehicle "B21" and the first preceding adjacent vehicle "B31" and moving on the adjacent lane "B".
[099] Additionally, when the waiting requirement determination unit 58 determines that there is a possibility that the distance from the adjacent vehicle between side "L1" extends to the length that allows the lane change, the vehicle "A1" maintains the current and waiting motion state. Then, in the case where an adjacent vehicle yields a space during the wait, vehicle "A1" changes lanes from the own lane "A" to the adjacent lane "B" by the brake device 9 and the steering and drive device 10 to move between the first subsequent adjacent vehicle "B21" and the first preceding adjacent vehicle "B31" and move on the adjacent lane "B".
[0100] In addition, the vehicle "A1" causes the unit for determining the need for waiting 58 to count a waiting time, determining that there is no possibility of extending the distance of the adjacent vehicle between side "L1" in the case in which no adjacent vehicle gives up a space even after a certain length of time passes (for example, a 10-second pass) of a time when vehicle “A1” starts to wait and determines that the wait is unnecessary.
[0101] When the wait requirement determining unit 58 determines that the wait is unnecessary, vehicle “A1” does not wait and releases a control command for the brake device 9 and the steering and drive device 10 via the controller brake 6 and the steering and drive controller 7. At that moment, when the standby need determination unit 58 determines that there is no possibility of extending the distance of the adjacent vehicle between side “L1”, the vehicle “A1” can determine the possibility of changing the vehicle's lane for another distance between vehicles positioned in front of or behind the distance of the adjacent vehicle between side "L1". For example, vehicle “A1” causes the wait requirement determination unit 58 to determine the possibility of a vehicle lane change using “a distance from the adjacent vehicle between subsequent ones” or “a distance from the adjacent vehicle between precedents” or both.
[0102] When determining through the standby need determination unit 58 that the vehicle can change lanes to the other distance between vehicles above, the vehicle "A1" accelerates, decelerates or maintains the current speed through the brake device 9 and the steering and driving device 10 and moves in the front and rear direction relative to the adjacent vehicles to move to a position lateral to the second space between vehicles that serves as a new target for a lane change.
[0103] For example, when lane “A” is a higher speed lane than adjacent lane “B”, vehicle “A1” accelerates or maintains the current speed and moves forward relative to the first preceding adjacent vehicle "B31" to move sideways at a distance between vehicles formed by the first preceding adjacent vehicle "B31" and the second preceding adjacent vehicle "B32" and uses the distance between vehicles in the lateral position to the vehicle after movement , as a new target space for a lane change. Then, the distance from the adjacent vehicle between side "L1" before the movement is used as the distance from the adjacent vehicle between subsequent "L2" after the movement.
[0104] In addition, when lane “A” itself is a lower speed lane than adjacent lane “B”, vehicle “A1” decelerates or maintains its current speed and moves backwards relative to the first subsequent adjacent vehicle "B21" to move to a side position at a distance between vehicles formed by the first subsequent adjacent vehicle "B21" and the second subsequent adjacent vehicle "B22", and uses the distance between vehicles in the lateral position to the vehicle after the movement, as a new target space for a lane change. Then, the distance from the adjacent vehicle between sides "L1" before the move is used as the distance from the adjacent vehicle between precedents "L3" after the move.
[0105] In addition, when determining by means of the waiting requirement determination unit 58 that the vehicle cannot change lanes to the other distance between vehicles above, vehicle "A1" abandons its lane change, stops waiting and continues to move on the proper “A” track.
[0106] In addition, through the unit for determining the need for waiting 58, vehicle “A1” can be adapted to release a control command to execute the on-screen display on the monitor or audio output of the output device audio to notify the possibility of the lane change and the execution (or planned execution) of the lane change or the need to wait and the need for vehicle movement for the passenger through the screen display or the audio output. (MODIFIED EXAMPLES)
[0107] In the description above, when determining the possibility of a lane change, the probability at which the lane change is executable can be calculated in stages (in small increments) according to the lengths of the distance from the adjacent vehicle between subsequent “ L2 ”and the distance from the adjacent vehicle between precedents“ L3 ”and when the probability is at a certain level (for example, 60%) or more, it can be determined that a lane change is possible. For example, when the distance from the adjacent vehicle between subsequent “L2” and the distance from the adjacent vehicle between precedents “L3” are less than the respective threshold values (the second threshold value and the third threshold value), the probability at which the lane change is executable can be calculated as "0%", while when the distance from the adjacent vehicle between subsequent "L2" and the distance from the adjacent vehicle between precedents "L3" are greater than (or approximately equal to) the values respective thresholds, the differences (allowable distances) between the distances and the respective thresholds can be checked and, according to the magnitudes of the differences, the calculation can be performed in stages for a probability in which the lane change is executable. In addition, the probability that the lane change is executable can be notified to the passenger through the on-screen display or audio output. However, in reality, the invention is not limited to the examples above.
[0108] In addition, when communication between vehicles and vehicle communication on the road are possible, the displacement control device 5 can be an on-board device or a roadside device. In addition, when simulating a lane change on a computing machine or when a server or similar capable of communicating with the vehicle performs movement control, the displacement control device 5 may be a computing machine, such as a personal computer (PC), a device, a workstation, a large computer, or a supercomputer. In this case, the computing machine can be a virtual machine (VM) built on a physical machine. In addition, the displacement control device 5 can be a car navigation system, a mobile phone, a smart phone, a smart book, a game machine, a top-mounted monitor or the like capable of notifying the possibility of a lane change and the execution (or planned execution) of the lane change for the passenger through the on-screen display or audio output. In addition, the displacement control device 5 can be mounted, unlike in a vehicle, also in a mobile unit that moves in a similar behavior to a vehicle. However, in reality, the invention is not limited to the examples above.
[0109] Additionally, in the unit for determining the possibility of changing lanes 57 and in the unit for determining the need for waiting 58 described above, their structures can also be subdivided for each function.
[0110] For example, the unit for determining the possibility of lane change 57 described above can be divided into “a unit for calculating the first threshold value” and “a unit for determining the first threshold value”. In reality, the unit for determining the possibility of changing lanes 57 may include "the unit for calculating the first threshold value" and "the unit for determining the first threshold value". The unit of calculation of the first threshold value calculates a first threshold value based on the speed of a vehicle. The unit of determination of the first threshold value determines the possibility of changing the vehicle's lane based on the magnitude relationship between the first threshold value and a first distance between vehicles.
[0111] In addition, the unit for determining the need for waiting 58 described above can be divided into "a unit for calculating the second threshold value", "a unit for determining the second threshold value", "a unit for calculating the third threshold" threshold value ”and“ a unit for determining the third threshold value ”. In reality, the unit for determining the need for waiting 58 may include “the unit for calculating the second threshold value”, “the unit for determining the second threshold value”, “the unit for calculating the third threshold value” and “the unit determination of the third threshold value ”. Here, the wait requirement determination unit 58 can include only “the second threshold value calculation unit” and “the second threshold value determination unit” or it can include only “the third threshold value calculation unit” and “The unit for determining the third threshold value”. In other words, the structure of the waiting requirement determination unit 58 can optionally be interchangeable according to the realization situation. The unit of calculation of the second threshold value and the unit of determination of the second threshold value are used when the second distance between vehicles is a distance from the adjacent vehicle between subsequent ones. The second threshold value calculation unit calculates a second threshold value using a difference between the first threshold value and the first distance between vehicles when it is determined that the vehicle lane change is not executable. The second threshold value determination unit determines the presence or absence of the possibility that a subsequent adjacent vehicle will yield a space, so that the vehicle can change lanes based on the magnitude relationship between the second threshold value and the distance from the vehicle adjacent between subsequent ones. In addition, the unit of calculation of the third threshold value and the unit of determination of the third threshold value are used when the second distance between vehicles is a distance from the adjacent vehicle between precedents. The third threshold value calculation unit calculates a third threshold value using the difference between the first threshold value and the first distance between vehicles when it is determined that the vehicle lane change is not executable. The unit of determination of the third threshold determines the presence or absence of the possibility that a preceding adjacent vehicle will yield a space, so that the vehicle can change lanes based on the magnitude relationship between the third threshold value and the distance from the vehicle adjacent between precedents. However, in reality, the invention is not limited to the examples above.
[0112] From another point of view, the brake controller 6, the steering and drive controller 7, the fluid pressure circuit 8, the brake device 9, the steering and drive device 10 and the wheels 11 form “ a target change unit ”. The target shift unit waits in position lateral to the first vehicle gap which is the space between vehicles between the preceding first adjacent vehicle and the subsequent subsequent adjacent vehicle when the wait requirement determining unit 58 determines that the wait is necessary. On the other hand, when the waiting requirement determining unit 58 determines that the waiting is unnecessary, the target shift unit moves the vehicle to the side position at the second adjacent vehicle space in front of or behind the first vehicle space.
[0113] In addition, from another point of view, the target change unit can be a monitor or an audio output device. The target shift unit notifies you of the possibility of a lane change and the execution (or planned execution) of the lane change or the need to wait and the need for vehicle movement for the passenger through the on-screen display or audio output. However, in reality, the invention is not limited to the examples above. (ADVANTAGE EFFECTS OF THIS MODALITY)
[0114] The present modality has the following advantageous effects:
[0115] (1) The displacement control device according to the present modality acquires, in a position lateral to a vehicle on an adjacent lane, adjacent to its own lane, a first distance between vehicles that serves as a target for a vehicle lane change and is a distance between vehicles between a first preceding adjacent vehicle in a vehicle's forward lateral direction and a subsequent subsequent adjacent vehicle in a vehicle's rear rear direction. The displacement control device acquires a second distance between vehicles that is at least a distance between vehicles of a distance between vehicles between the first subsequent adjacent vehicle and a second subsequent adjacent vehicle as a vehicle subsequent to it and a distance between vehicles between the first preceding adjacent vehicle and a second preceding adjacent vehicle as a vehicle preceding it. The possibility of a lane change from the proper lane to the adjacent lane is determined using the first distance between vehicles. When the lane change from the proper lane to the adjacent lane is determined to be unenforceable, the presence or absence of the possibility that the first distance between vehicles extends to a length that allows the lane change is determined using the second distance between vehicles. When it is determined that there is a possibility that the first distance between vehicles extends to the length that allows the lane change, it is determined that the wait is necessary. When it is determined that there is no possibility that the first distance between vehicles will extend to the length that allows the lane change, it is determined that the wait is unnecessary.
[0116] In this way, when the vehicle changes lanes, using not only the distance between vehicles on the side of the vehicle (the first distance between vehicles), but also its second distance between vehicles (a second distance between vehicles), predict the influence of the preceding adjacent vehicles and the subsequent adjacent vehicles on the adjacent lane due to the lane change allows the possibility of lane change to be determined with greater precision than in conventional techniques.
[0117] (2) Preferably, when it is determined that waiting is necessary, the displacement control device described above causes the vehicle to wait in a position lateral to a first space between vehicles which is a space between vehicles between the first vehicle preceding adjacent and the first subsequent adjacent vehicle and, when it is determined that the wait is unnecessary, it can move the vehicle to a position lateral to a second adjacent vehicle space in front of or behind the first vehicle distance.
[0118] With this, an appropriate lane change preparation operation can be performed according to the result of determining the possibility of a lane change.
[0119] (3) The displacement control device described above can determine the possibility of a lane change to the second vehicle space using the second vehicle distance when it is determined that waiting is unnecessary and can move the vehicle into the position lateral to the second space between vehicles above when it is determined that the change of lane to the second space between vehicles is executable.
[0120] Hereby, when it is determined that waiting in the position lateral to the space between current target vehicles is useless, a determination can be made as to the possibility of a change of lane to the space between vehicles positioned in front of or behind the space between target vehicles, thus allowing the determination of the possibility that a lane change will be made in multiple stages.
[0121] (4) Here, it is assumed that the distance from the adjacent vehicle between subsequent ones is a second distance between vehicles. The distance from the adjacent vehicle between subsequent vehicles is a distance between vehicles between the first subsequent adjacent vehicle and the second subsequent adjacent vehicle as a vehicle subsequent to it on the adjacent lane. When the first distance between vehicles is less than a first threshold value, the displacement control device 5 described above calculates a subsequent minimum vehicle distance between subsequent adjacent vehicles by multiplying the speed of the first subsequent adjacent vehicle by a minimum time between vehicles subsequently defined. In addition, the displacement control device 5 described above calculates a second threshold value representing a required vehicle distance for the first subsequent adjacent vehicle to extend the first vehicle distance by adding the subsequent minimum vehicle distance, a value (difference) obtained by reducing the first distance between vehicles of the first threshold value, and a previously defined adjustment allowance. When the distance from the adjacent vehicle between subsequent ones is greater than the second threshold value, it is determined that there is a possibility that the first distance between vehicles is greater than the first threshold value. When the distance from the adjacent vehicle between subsequent vehicles is less than the second threshold value, it is determined that there is no possibility that the first distance between vehicles is greater than the first threshold value.
[0122] With this, an estimate can be made over a distance that can be given by the first subsequent adjacent vehicle, and a determination can be made with high precision as to whether the first subsequent adjacent vehicle yields a space. Additionally, even in a situation where the proper lane is a higher speed lane than the adjacent lane and the first subsequent adjacent vehicle cannot give up a space, it can be prevented that the vehicle cannot change lanes and enter a lane. waiting state.
[0123] (5) Additionally, in (4) above, when the vehicle has passed the first preceding adjacent vehicle on the adjacent lane, the first distance between vehicles from the previous one is used as a distance from the adjacent vehicle between subsequent current ones. For example, when it is determined that there is no possibility that the first distance between vehicles is greater than the first threshold value and in the case where the proper lane is a higher speed lane than the adjacent lane, the vehicle exceeds the first preceding adjacent vehicle and the first distance between vehicles from the previous one is used as the distance from the current adjacent vehicle between subsequent ones.
[0124] With this, the distance between vehicles behind a target space can be estimated.
[0125] (6) Additionally, it is assumed that the distance from the adjacent vehicle between precedents is a second distance between vehicles. The distance from the adjacent vehicle between precedents is a distance between vehicles between the first preceding adjacent vehicle and the second preceding adjacent vehicle as a vehicle preceding it on the adjacent lane. When the first distance between vehicles is less than the first threshold value, the displacement control device 5 described above calculates a minimum preceding vehicle distance between preceding adjacent vehicles by multiplying the speed of the first preceding adjacent vehicle by a minimum time between vehicles predefined precedent. In addition, the displacement control device 5 calculates a third threshold value representing a distance between vehicles needed for the first preceding adjacent vehicle to extend the first distance between vehicles by adding the previous minimum vehicle distance, a value obtained by reducing the first distance between vehicles in the vehicle. first threshold value, and a previously defined adjustment allowance. When the distance from the adjacent vehicle between precedents is greater than the third threshold, it is determined that there is a possibility that the first distance between vehicles is greater than the first threshold. When the distance from the adjacent vehicle between precedents is less than the third threshold, it is determined that there is no possibility that the first distance between vehicles is greater than the first threshold.
[0126] With this, an estimate can be made on the distance that can be given by the first preceding adjacent vehicle and a determination can be made with high precision as to whether the first preceding adjacent vehicle yields a space. Additionally, even in a situation where the proper lane is a lower speed lane than the adjacent lane and the first preceding adjacent vehicle cannot give up a space, it can be prevented that the vehicle cannot change lanes and enter a lane. waiting state.
[0127] (7) Additionally, in (6) above, in a case where the vehicle was overtaken by the first subsequent adjacent vehicle, the first distance between vehicles of the previous one is used as a distance from the adjacent vehicle between precedents. For example, when it is determined that there is no possibility that the first distance between vehicles is greater than the first threshold value and in the case where the proper lane is a lower speed lane than the adjacent lane, the vehicle allows the first subsequent adjacent vehicle pass (precede) and the first distance between vehicles of the previous one is used as a distance of the adjacent vehicle between current precedents. With this, the distance between vehicles in front of the target space can be estimated.
[0128] The present application claims priority for Japanese Patent Application 2013-213953 (filed on October 11, 2013), the entire content of which is incorporated by reference as a part of the present disclosure.
[0129] Although the present invention has been described with reference to the limited number of modalities here, the scope of the invention is not limited to this and it will be apparent to those skilled in the art that each of the modalities can be modified based on the above disclosure. LIST OF REFERENCE SIGNALS 1: control operation key 2: wheel speed sensor 3: external recognition device 4: communication device 5: travel control device 51: control status setting unit 52: control unit determination of the detection status of the neighboring vehicle 53: speed calculation unit of the neighboring vehicle 54: drive for determining the need to change lanes 55: first vehicle distance acquisition unit 56: second vehicle distance acquisition unit 57 : lane change determination unit 58: wait requirement determination unit 6: brake controller 7: steering and drive controller 8: fluid pressure circuit 9: brake device 10: steering and drive device 11: wheel

权利要求:
Claims (9)
[0001]
1. Displacement control device (5), comprising: a first distance acquisition unit between vehicles (55) configured to acquire, in a position lateral to a vehicle on an adjacent lane, adjacent to a lane on which the vehicle travels , a first vehicle-to-vehicle distance that serves as a target for a vehicle lane change and is a vehicle-to-vehicle distance between a preceding first adjacent vehicle in a vehicle's front side direction and a subsequent subsequent adjacent vehicle in a vehicle's side rear direction ; a second vehicle distance acquisition unit (56) configured to acquire a second vehicle distance which is at least a vehicle distance of a distance between vehicles between the first subsequent adjacent vehicle and a second subsequent adjacent vehicle as a subsequent vehicle first subsequent adjacent vehicle and a distance between vehicles between the first preceding adjacent vehicle and a second preceding adjacent vehicle as a vehicle preceding the first preceding adjacent vehicle; a lane change possibility unit (57) configured to determine a lane change possibility from the lane on which the vehicle travels to the adjacent lane using the first distance between vehicles; the displacement control device (5) being CHARACTERIZED by the fact that a waiting requirement determination unit (58) is configured, when the lane change possibility unit (57) determines that the lane change from from the lane on which the vehicle travels to the adjacent lane is not executable, to determine the presence or absence of the possibility that the first distance between vehicles extends to a length that allows the lane to be changed using the second distance between vehicles, to determine that the wait is necessary when it is determined that there is a possibility that the first distance between vehicles extends to the length that allows the lane change, and to determine that the wait is unnecessary when it is determined that there is no possibility that the first distance between vehicles extend to the length that allows the lane change.
[0002]
2. Displacement control device (5), according to claim 1, CHARACTERIZED by the fact that it still comprises a target change unit (6, 7, 8, 9, 10, 11) configured, when the determination unit of the waiting requirement (58) determines that the waiting is necessary, to make the vehicle wait in a position lateral to a first space between vehicles which is a space between vehicles between the first preceding adjacent vehicle and the first subsequent adjacent vehicle, and when the waiting requirement determination unit (58) determines that the waiting is unnecessary, to move the vehicle to a position lateral to a second adjacent vehicle space in front of or behind the first vehicle space.
[0003]
3. Displacement control device (5), according to claim 2, CHARACTERIZED by the fact that the waiting requirement determination unit (58) is configured to determine the possibility of a lane change for the second space between vehicles using the second vehicle distance when it is determined that waiting is unnecessary, and the target shift unit (6, 7, 8, 9, 10, 11) is configured to move the vehicle to the side position at the second vehicle space when the waiting requirement determination unit (58) determines that the wait is unnecessary and that the change of lane to the second space between vehicles is executable.
[0004]
4. Displacement control device (5) according to any one of claims 1 to 3, CHARACTERIZED by the fact that the second vehicle distance acquisition unit (56) is configured to acquire an adjacent vehicle distance between subsequent ones which is a distance between vehicles between the first subsequent adjacent vehicle and the second subsequent adjacent vehicle, the lane change determination unit (57) includes: a unit for calculating the first threshold value (57) configured to calculate a first threshold value multiplying the vehicle speed for a previously defined time between vehicles; and a unit for determining the first threshold value (57) configured to determine that the change of lane from the lane on which the vehicle travels to the adjacent lane is executable when the first distance between vehicles is greater than the first threshold value, and to determine that the change of lane from the lane on which the vehicle travels to the adjacent lane is not executable when the first distance between vehicles is less than the first threshold value, and the unit for determining the need for waiting (58 ) includes: a second threshold value calculation unit (58) configured to calculate a minimum subsequent vehicle distance between subsequent adjacent vehicles by multiplying the speed of the first subsequent adjacent vehicle by a previously defined minimum subsequent vehicle time when the lane change from the lane on which the vehicle travels to the adjacent lane is determined to be non-executable, and to calculate a second threshold value adding the subsequent minimum vehicle distance, a value obtained by reducing the first vehicle distance from the first threshold value, and a previously defined adjustment allowance; and a unit for determining the second threshold value (58) configured to determine that there is a possibility that the first distance between vehicles is greater than the first threshold value when the distance from the adjacent vehicle between subsequent vehicles is greater than the second threshold value, and to determine that there is no possibility that the first distance between vehicles is greater than the first threshold value when the distance from the adjacent vehicle between subsequent ones is less than the second threshold value.
[0005]
5. Displacement control device (5), according to claim 4, CHARACTERIZED by the fact that the unit for determining the need for waiting (58) is configured to define the first distance between vehicles from the previous one to the distance from the adjacent vehicle between subsequent vehicles when the vehicle overtakes the preceding adjacent vehicle on the adjacent lane.
[0006]
6. Displacement control device (5) according to any one of claims 1 to 3, CHARACTERIZED by the fact that the second vehicle distance acquisition unit (56) is configured to acquire an adjacent vehicle distance between precedents which is a distance between vehicles between the first preceding adjacent vehicle and the second preceding adjacent vehicle, the lane change determination unit (57) includes: a unit for calculating the first threshold value (57) configured to calculate a first threshold value multiplying the vehicle speed for a previously defined time between vehicles; and a unit for determining the first threshold value (57) configured to determine that the change of lane from the lane on which the vehicle travels to the adjacent lane is executable when the first distance between vehicles is greater than the first threshold value, and to determine that the change of lane from the lane on which the vehicle travels to the adjacent lane is not executable when the first distance between vehicles is less than the first threshold value, and the unit for determining the need for waiting (58 ) includes: a unit for calculating the third threshold value (58) configured to calculate a minimum preceding vehicle distance between preceding adjacent vehicles by multiplying the speed of the first preceding adjacent vehicle by a previously defined minimum preceding vehicle time when the lane change from the lane on which the vehicle travels to the adjacent lane is determined to be non-executable, and to calculate a third threshold value adding the previous minimum vehicle distance, a value obtained by reducing the first vehicle distance from the first threshold value, and a previously defined adjustment allowance; and a unit for determining the third threshold value configured to determine that there is a possibility that the first distance between vehicles is greater than the first threshold value when the distance from the adjacent vehicle between precedents is greater than the third threshold value, and to determine that there is no possibility that the first distance between vehicles is greater than the first threshold value when the distance from the adjacent vehicle between precedents is less than the third threshold value.
[0007]
7. Displacement control device (5), according to claim 6, CHARACTERIZED by the fact that the unit for determining the need for waiting (58) is configured to define the first distance between vehicles from the previous one to the distance from the adjacent vehicle between precedents when the first subsequent adjacent vehicle overtakes the vehicle.
[0008]
8. A displacement control method, comprising: acquiring, in a position lateral to a vehicle on an adjacent lane, adjacent to a lane on which the vehicle travels, a first distance between vehicles that serves as a target for a lane change from vehicle and is a distance between vehicles between a first preceding adjacent vehicle in a lateral front direction of the vehicle and a subsequent first adjacent vehicle in a lateral rear direction of the vehicle; acquire a second vehicle distance that is at least a vehicle distance from a vehicle distance between the first subsequent adjacent vehicle and a second subsequent adjacent vehicle as a vehicle subsequent to the first subsequent adjacent vehicle and a vehicle distance between the first adjacent vehicle preceding and a second preceding adjacent vehicle as a preceding vehicle to the preceding first adjacent vehicle; determine a possibility of changing lanes from the lane on which the vehicle travels to the adjacent lane using the first distance between vehicles; CHARACTERIZED by the fact that when the lane change from the lane on which the vehicle travels to the adjacent lane is not executable, determine the presence or absence of the possibility that the first distance between vehicles extends to a length that allows the change the track using the second distance between vehicles; when determined that there is a possibility that the first distance between vehicles will extend to the length that allows the lane change, determine that the wait is necessary; and when determined that there is no possibility that the first distance between vehicles will extend to the length that allows the lane change, determine that the wait is unnecessary.
[0009]
9. Displacement control method, according to claim 8, CHARACTERIZED by the fact that when it is determined that waiting is necessary, make the vehicle wait in a position lateral to a first space between vehicles which is a space between vehicles between the first preceding adjacent vehicle and the first subsequent adjacent vehicle, and when it is determined that the wait is unnecessary, move the vehicle to a position lateral to a second adjacent vehicle space in front of or behind the first vehicle space.

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法律状态:
2018-11-06| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

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2020-03-17| B06U| Preliminary requirement: requests with searches performed by other patent offices: suspension of the patent application procedure|

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2020-12-08| B09A| Decision: intention to grant|

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2021-01-19| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 02/09/2014, OBSERVADAS AS CONDICOES LEGAIS. |

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JP2013-213953|2013-10-11|

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