CN112208530A - Vehicle control system, vehicle control method, and storage medium - Google Patents

Abstract

The invention provides a vehicle control system, a vehicle control method and a storage medium, which can control a vehicle to converge other vehicles corresponding to the characteristics of a junction part to a road. A vehicle control system is provided with: an identification unit that identifies the surrounding environment of the vehicle; a driving control unit that controls the speed or steering of the vehicle based on the recognition result of the recognition unit; a counting unit that counts the number of other vehicles that have made a lane change from an adjacent lane to the front of a preceding vehicle traveling ahead of the host vehicle on the host lane, based on the recognition result of the recognition unit; and a number-of-vehicles determination unit that determines, based on the number counted by the counting unit, the number of vehicles that are permitted to enter another vehicle that makes a lane change from an adjacent lane between the host vehicle and a preceding vehicle, wherein the driving control unit controls the host vehicle such that the number of other vehicles determined by the number-of-vehicles determination unit enter between the host vehicle and the preceding vehicle on the host vehicle lane.

Description

Vehicle control system, vehicle control method, and storage medium

Technical Field

The invention relates to a vehicle control system, a vehicle control method, and a storage medium.

Background

Conventionally, a technique for causing a host vehicle to follow a preceding vehicle is known (for example, refer to japanese patent application laid-open No. 2015-182525).

Problems to be solved by the invention

In this case, at a junction where the merging lane merges with the host vehicle lane, several other vehicles traveling on the merging lane may merge between the host vehicle and the preceding vehicle, and may differ depending on the land condition, traffic condition, and the like of the junction. In the conventional technology, it is impossible to control the host vehicle so that the number of other vehicles corresponding to the feature of the merging portion merges into the host vehicle lane.

Disclosure of Invention

An object of the present invention is to provide a vehicle control system, a vehicle control method, and a storage medium that can control a host vehicle so that a number of other vehicles corresponding to a feature of a junction portion merge into a host vehicle lane.

Means for solving the problems

The vehicle control system, the vehicle control method, and the storage medium according to the present invention have the following configurations.

(1) A vehicle control system according to an aspect of the present invention includes: an identification unit that identifies the surrounding environment of the vehicle; a driving control unit that controls a speed or steering of the host vehicle based on a recognition result of the recognition unit; a counting unit that counts the number of other vehicles that have made a lane change from an adjacent lane to a preceding vehicle traveling ahead of the host vehicle on the host lane, based on a recognition result of the recognition unit; and a number determination unit that determines, based on the number counted by the counting unit, the number of other vehicles that are permitted to enter the lane change from the adjacent lane to the preceding vehicle, wherein the driving control unit controls the host vehicle such that the number of other vehicles determined by the number determination unit enter between the host vehicle and the preceding vehicle on the host vehicle.

(2) In the vehicle control system according to the aspect (1), the driving control unit may cause the host vehicle to follow the other vehicle when the other vehicle finishes changing to the lane between the host vehicle and the preceding vehicle on the host vehicle lane by an amount corresponding to the number determined by the number determination unit.

(3) The vehicle control system according to the aspect (1) or (2) above further includes a receiving unit that receives an operation of an occupant of the host vehicle, and the number-of-stations determining unit determines the designated number of stations as the allowable number of stations when the operation of the designated number of stations is received by the receiving unit.

(4) In the vehicle control system according to the aspect (3), the receiving unit includes an operation detection sensor attached to a brake pedal or an accelerator pedal.

(5) In the vehicle control system according to any one of the above (1) to (4), the adjacent lane is a merging lane in which a vehicle merging into the own lane travels.

(6) In the vehicle control system according to any one of the above (1) to (5), the driving control unit controls the host vehicle such that the number of other vehicles determined by the number-of-vehicles determining unit enters between the host vehicle and the preceding vehicle on the host vehicle lane, when the recognition unit recognizes that the train traveling on the adjacent lane is stationary.

(7) In the vehicle control system according to any one of the above (1) to (6), the number-of-stations determination unit determines the allowable number of stations based on whether or not the driver of the host vehicle is performing the periphery monitoring.

(8) In the vehicle control system according to any one of the above (1) to (7), the number-of-stations determining unit may determine the allowable number of stations to a smaller value when the behavior of the rear vehicle recognized by the recognition unit is a first behavior that is ahead of the vehicle, as compared to when the behavior of the rear vehicle is not the first behavior.

(9) In the vehicle control system according to any one of the above items (1) to (8), the number-of-stations determining unit determines the allowable number of stations based on a relative speed or a relative distance between the own lane and the adjacent lane.

(10) In the vehicle control system according to any one of the above (1) to (9), the number-of-vehicles determining unit determines the allowable number of vehicles based on the vehicle type of another vehicle recognized by the recognition unit to change lanes between the host vehicle and the preceding vehicle on the host vehicle from the adjacent lane.

(11) In the vehicle control system according to any one of the above items (1) to (10), the number-of-stations determining unit determines the second number to be a smaller value when the scheduled arrival time of the host vehicle is delayed than when the scheduled arrival time is not delayed.

(12) In the vehicle control system according to any one of the above (1) to (11), the counting unit counts the number of vehicles based on at least one of a slow traveling time and a stop time of the preceding vehicle recognized by the recognition unit.

(13) A vehicle control method according to another aspect of the present invention causes a computer to perform: identifying the surrounding environment of the vehicle; controlling a speed or steering of the own vehicle based on the recognition result; counting the number of other vehicles that have made a lane change ahead of a preceding vehicle traveling ahead of the host vehicle on the host vehicle from an adjacent lane on the basis of the recognition result; determining the number of other vehicles that are permitted to enter the vehicle from the adjacent lane to the preceding vehicle, based on the counted number of vehicles; and controlling the host vehicle so that the determined number of other vehicles enters between the host vehicle and the preceding vehicle on the host lane.

(14) A program stored in a storage medium according to still another aspect of the present invention causes a computer to perform: identifying the surrounding environment of the vehicle; controlling a speed or steering of the own vehicle based on the recognition result; counting the number of other vehicles that have made a lane change ahead of a preceding vehicle traveling ahead of the host vehicle on the host vehicle from an adjacent lane on the basis of the recognition result; determining the number of other vehicles that are permitted to enter the vehicle from the adjacent lane to the preceding vehicle, based on the counted number of vehicles; and controlling the host vehicle so that the determined number of other vehicles enters between the host vehicle and the preceding vehicle on the host lane.

Effects of the invention

According to (1) to (13), the host vehicle can be controlled so that the other vehicles of the number corresponding to the feature of the merging portion merge into the host vehicle lane. As a result, excessive priority can be suppressed from being given to another vehicle, and convenience as a passenger is improved.

According to (3) to (4), the own vehicle can be prioritized over the other vehicles or the other vehicles can be prioritized over the own vehicle according to the degree desired by the occupant.

According to (7), the running of the host vehicle can be continued in accordance with the behavior of the occupant.

According to (8), it is possible to avoid the hindrance to the travel of the rear vehicle.

According to (9), the own vehicle can be prioritized over the other vehicles in the scene in which the own vehicle should be prioritized, and the other vehicles can be prioritized over the own vehicle in the scene in which the other vehicles should be prioritized.

According to (11), when the arrival time is later than the originally scheduled arrival time, the host vehicle can be caused to travel preferentially over the other vehicles.

According to (12), even when it is difficult to recognize another vehicle entering forward of the preceding vehicle, the number of other vehicles that are to be permitted to enter between the preceding vehicle and the host vehicle can be determined.

Drawings

Fig. 1 is a configuration diagram of a vehicle control system according to an embodiment.

Fig. 2 is a functional configuration diagram of a first control unit and a second control unit of the automatic driving control device according to the embodiment.

Fig. 3 is a diagram schematically showing a process of counting the first number based on the position of the first preceding vehicle.

Fig. 4 is a diagram schematically showing a process of counting the first number based on the behavior of the first preceding vehicle or the behavior of merging other vehicles.

Fig. 5 is a diagram showing an example of display of the HM when the second number is received.

Fig. 6 is a diagram showing an example of a scene in which a second task other than the first task related to the driving operation of the host vehicle is performed.

Fig. 7 is a diagram showing an example of the content of the first behavior information.

Fig. 8 is a flowchart showing an example of a process of inserting a merging other vehicle between the first preceding vehicle and the own vehicle.

Fig. 9 is a flowchart showing an example of the second number determination processing according to the condition (2-1).

Fig. 10 is a flowchart showing an example of the second number determination processing according to the condition (2-2).

Fig. 11 is a flowchart showing an example of the second number determination processing according to the condition (2-3).

Fig. 12 is a flowchart showing an example of the second number determination processing according to the condition (2-4).

Fig. 13 is a flowchart showing an example of the second number determination processing according to the condition (2-5).

Fig. 14 is a diagram showing an example of the hardware configuration of the automatic driving control device.

Description of reference numerals:

1 … vehicle control system, 10 … camera, 12 … radar device, 14 … detector, 16 … object recognition device, 20 … communication device, 40 … vehicle sensor, 50 … navigation device, 51 … GNSS receiver, 52 … navigation HMI, 53 … route determination unit, 54 … first map information, 61 … recommended lane determination unit, 62 … second map information, 70 … in-vehicle camera, 80 … driving operation unit, 100 … automatic driving control device, 120 … first control unit, 130 … recognition unit, 131 … other vehicle recognition unit, 132 … counting unit, 133, 140 … action plan generation unit, 141 … follow-up running control unit, 160 … second control unit, 162 … acquisition unit, 164 … speed control unit, 166 … steering control unit, 180 … storage unit, … first action driving force information, 200 … running brake output device, 36210 brake device, … steering device, 220 steering device, … driving force information, mA1 … first leading vehicle, mA2 … second leading vehicle, mB1, mB2, mB3 … merge other vehicles, NV1 … first number, NV2 … second number.

Detailed Description

Embodiments of a vehicle control system, a vehicle control method, and a storage medium according to the present invention will be described below with reference to the accompanying drawings. In the following, the explanation is made on the premise of the country or region to which the right-hand traffic law applies, but in the case where the right-hand traffic law applies, the reading may be reversed left and right.

< embodiment >

[ integral Structure ]

Fig. 1 is a configuration diagram of a vehicle control system 1 according to an embodiment. The vehicle on which the vehicle control system 1 is mounted is, for example, a two-wheel, three-wheel, four-wheel or the like vehicle, and the drive source thereof is an internal combustion engine such as a diesel engine or a gasoline engine, an electric motor, or a combination thereof. The electric motor operates using generated power generated by a generator connected to the internal combustion engine or discharge power of a secondary battery or a fuel cell.

The vehicle Control system 1 includes, for example, a camera 10, a radar Device 12, a probe 14, an object recognition Device 16, a communication Device 20, an hmi (human Machine interface)30, a vehicle sensor 40, a navigation Device 50, an mpu (map Positioning unit)60, an in-vehicle camera 70, a Driving operation tool 80, an automatic Driving Control Device (automatic Driving Control Device)100, a Driving force output Device 200, a brake Device 210, and a steering Device 220. These devices and apparatuses are connected to each other via a multiplex communication line such as a can (controller Area network) communication line, a serial communication line, a wireless communication network, and the like. The configuration shown in fig. 1 is merely an example, and a part of the configuration may be omitted or another configuration may be added.

The camera 10 is a digital camera using a solid-state imaging device such as a ccd (charge Coupled device) or a cmos (complementary Metal Oxide semiconductor). The camera 10 is mounted on an arbitrary portion of a vehicle (hereinafter referred to as a host vehicle M) on which the vehicle control system 1 is mounted. When photographing forward, the camera 10 is attached to the upper part of the front windshield, the rear surface of the vehicle interior mirror, or the like. The camera 10 repeatedly shoots the periphery of the host vehicle M periodically, for example. The camera 10 may also be a stereo camera.

The radar device 12 radiates radio waves such as millimeter waves to the periphery of the host vehicle M, and detects radio waves (reflected waves) reflected by an object to detect at least the position (distance and direction) of the object. The radar device 12 is mounted on an arbitrary portion of the vehicle M. The radar device 12 may detect the position and velocity of the object by an FM-cw (frequency Modulated Continuous wave) method.

The detector 14 is a LIDAR (light Detection and ranging). The detector 14 irradiates light to the periphery of the host vehicle M and measures scattered light. The detector 14 detects the distance to the subject based on the time from light emission to light reception. The light to be irradiated is, for example, pulsed laser light. The probe 14 is attached to an arbitrary portion of the vehicle M.

The object recognition device 16 performs a sensor fusion process on the detection results detected by some or all of the camera 10, the radar device 12, and the probe 14, and recognizes the position, the type, the speed, and the like of the object. The object recognition device 16 outputs the recognition result to the automatic driving control device 100. The object recognition device 16 may directly output the detection results of the camera 10, the radar device 12, and the detector 14 to the automatic driving control device 100. The object recognition device 16 may also be omitted from the vehicle control system 1.

The communication device 20 communicates with another vehicle present in the vicinity of the host vehicle M or with various server devices via a wireless base station, for example, using a cellular network, a Wi-Fi network, Bluetooth (registered trademark), dsrc (dedicated Short Range communication), or the like.

The HMI30 presents various information to the occupant of the host vehicle M, and accepts input operations by the occupant. The HMI30 includes various display devices, speakers, buzzers, touch panels, switches, keys, and the like.

The vehicle sensors 40 include a vehicle speed sensor that detects the speed of the own vehicle M, an acceleration sensor that detects acceleration, a yaw rate sensor that detects an angular velocity about a vertical axis, an orientation sensor that detects the orientation of the own vehicle M, and the like.

The Navigation device 50 includes, for example, a gnss (global Navigation Satellite system) receiver 51, a Navigation HMI52, and a route determination unit 53. The navigation device 50 stores first map information 54 in a storage device such as an hdd (hard Disk drive) or a flash memory. The GNSS receiver 51 determines the position of the own vehicle M based on the signals received from the GNSS satellites. The position of the host vehicle M may also be determined or supplemented by an ins (inertial Navigation system) that utilizes the output of the vehicle sensors 40. The navigation HMI52 includes a display device, a speaker, a touch panel, keys, and the like. A part or all of the navigation HMI52 may also be shared with the aforementioned HMI 30. The route determination unit 53 determines, for example, a route (hereinafter referred to as an on-map route) from the position of the own vehicle M (or an arbitrary input position) specified by the GNSS receiver 51 to the destination input by the occupant using the navigation HMI52, with reference to the first map information 54. The first map information 54 is information representing a road shape by, for example, a line representing a road and nodes connected by the line. The map upper path is output to the MPU 60. The navigation device 50 may perform route guidance using the navigation HMI52 based on the on-map route. The navigation device 50 may be realized by a function of a terminal device such as a smartphone or a tablet terminal held by the occupant. The navigation device 50 may transmit the current position and the destination to the navigation server via the communication device 20, and acquire a route equivalent to the route on the map from the navigation server.

The MPU60 includes, for example, the recommended lane determining unit 61, and holds the second map information 62 in a storage device such as an HDD or a flash memory. The recommended lane determining unit 61 divides the on-map route provided from the navigation device 50 into a plurality of blocks (for example, every 100[ m ] in the vehicle traveling direction), and determines the recommended lane for each block with reference to the second map information 62. The recommended lane determining unit 61 determines to travel in the first lane from the left. The recommended lane determining unit 61 determines the recommended lane so that the host vehicle M can travel on a reasonable route for traveling to the branch destination when there is a branch point on the route on the map.

The second map information 62 is map information with higher accuracy than the first map information 54. The second map information 62 includes, for example, information on the center of a lane, information on the boundary of a lane, and the like. The second map information 62 may include road information, traffic regulation information, address information (address/postal code), facility information, telephone number information, and the like. The second map information 62 can be updated at any time by the communication device 20 communicating with other devices.

The in-vehicle camera 70 is a digital camera using a solid-state imaging device such as a CCD or a CMOS. The in-vehicle camera 70 is mounted at an arbitrary position in the vehicle compartment of the host vehicle M in which the vehicle control system 1 is mounted. The in-vehicle camera 70 periodically repeats imaging of the interior of the vehicle M, for example. The in-vehicle camera 70 may also be a stereo camera.

The driving operation members 80 include, for example, an accelerator pedal, a brake pedal, a shift lever, a steering wheel, a joystick, and other operation members. A sensor for detecting the operation amount or the presence or absence of operation is attached to the driving operation element 80, and the detection result is output to some or all of the automatic driving control device 100, the running driving force output device 200, the brake device 210, and the steering device 220.

The automatic driving control device 100 includes, for example, a first control unit 120, a second control unit 160, and a storage unit 180. The first control unit 120 and the second control unit 160 are each realized by a hardware processor such as a cpu (central Processing unit) executing a program (software). Some or all of these components may be realized by hardware (including circuit units) such as lsi (large Scale integration), asic (application Specific Integrated circuit), FPGA (Field-Programmable Gate Array), gpu (graphics Processing unit), or the like, or may be realized by cooperation of software and hardware. The program may be stored in advance in a storage device (a storage device including a non-transitory storage medium) such as an HDD or a flash memory of the automatic drive control device 100, or may be stored in a removable storage medium such as a DVD or a CD-ROM, and attached to the HDD or the flash memory of the automatic drive control device 100 by being mounted on the drive device via the storage medium (the non-transitory storage medium). The storage unit 180 is implemented by the aforementioned storage device. The storage unit 180 stores, for example, first behavior information 182. Details of the first behavior information 182 will be described later.

Fig. 2 is a functional configuration diagram of the first control unit 120 and the second control unit 160 of the automatic driving control device 100 according to the embodiment. The first control unit 120 includes, for example, a recognition unit 130 and an action plan generation unit 140. The first control unit 120 implements, for example, an AI (Artificial Intelligence) function and a model function in parallel. For example, the function of "recognizing an intersection" can be realized by "performing recognition of an intersection by deep learning or the like and recognition based on a predetermined condition (presence of a signal, a road sign, or the like that enables pattern matching) in parallel, and scoring both sides and comprehensively evaluating them". Thereby, the reliability of automatic driving is ensured.

The recognition unit 130 includes, for example, another vehicle recognition unit 131, a counting unit 132, and a number determination unit 133. The details of the other-vehicle recognition unit 131, the counting unit 132, and the number-of-vehicles determining unit 133 will be described later.

The action plan generating unit 140 generates a target trajectory on which the host vehicle M will automatically (automatically) travel in the future so as to travel on the recommended lane determined by the recommended lane determining unit 61 in principle and to be able to cope with the surrounding situation of the host vehicle M. The target track contains, for example, a velocity element. For example, the target track is represented by a track in which the points (track points) to which the vehicle M should arrive are arranged in order. The track point is a point to which the host vehicle M should arrive at every predetermined travel distance (for example, several [ M ] or so) in terms of a distance along the way, and, unlike this, a target speed and a target acceleration at every predetermined sampling time (for example, several zero-point [ sec ] or so) are generated as a part of the target track. The track point may be a position to which the vehicle M should arrive at a predetermined sampling time. In this case, the information on the target velocity and the target acceleration is expressed by the interval between the track points. The action plan generating unit 140 may set an event of the autonomous driving when the target trajectory is generated. The event of the automatic driving includes a constant speed driving event, a follow-up driving event, a lane change event, a branch event, a merge event, a take-over event, and the like.

The action plan generating unit 140 includes, for example, a follow-up running control unit 141. The following travel control unit 141 will be described in detail later.

The second control unit 160 controls the running driving force output device 200, the brake device 210, and the steering device 220 so that the host vehicle M passes through the target trajectory generated by the action plan generation unit 140 at a predetermined timing.

The second control unit 160 includes, for example, an acquisition unit 162, a speed control unit 164, and a steering control unit 166. The acquisition unit 162 acquires information of the target track (track point) generated by the action plan generation unit 140, and stores the information in a memory (not shown). The speed control unit 164 controls the running drive force output device 200 or the brake device 210 based on the speed element associated with the target track stored in the memory. The steering control unit 166 controls the steering device 220 according to the curve of the target track stored in the memory. The processing of the speed control unit 164 and the steering control unit 166 is realized by, for example, a combination of feedforward control and feedback control. As an example, the steering control unit 166 performs a combination of a feedforward control corresponding to the curvature of the road ahead of the host vehicle M and a feedback control based on the deviation from the target trajectory. The action plan generating unit 140 and the second control unit 160 together are an example of a "driving control unit".

Running drive force output device 200 outputs running drive force (torque) for running the vehicle to the drive wheels. The travel driving force output device 200 includes, for example, a combination of an internal combustion engine, a motor, a transmission, and the like, and an ecu (electronic Control unit) that controls them. The ECU controls the above configuration in accordance with information input from the second control unit 160 or information input from the driving operation element 80.

The brake device 210 includes, for example, a caliper, a hydraulic cylinder that transmits hydraulic pressure to the caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake ECU. The brake ECU controls the electric motor so that a braking torque corresponding to a braking operation is output to each wheel, in accordance with information input from the second control unit 160 or information input from the driving operation element 80. The brake device 210 may include a mechanism for transmitting the hydraulic pressure generated by the operation of the brake pedal included in the driving operation tool 80 to the hydraulic cylinder via the master cylinder as a backup. The brake device 210 is not limited to the above-described configuration, and may be an electronically controlled hydraulic brake device that transmits the hydraulic pressure of the master cylinder to the hydraulic cylinder by controlling the actuator in accordance with information input from the second control unit 160.

The steering device 220 includes, for example, a steering ECU and an electric motor. The electric motor changes the orientation of the steering wheel by applying a force to a rack-and-pinion mechanism, for example. The steering ECU drives the electric motor to change the direction of the steered wheels in accordance with information input from the second control unit 160 or information input from the driving operation element 80.

The other-vehicle recognition unit 131 recognizes the motion of another vehicle traveling around the host vehicle M based on the image captured by the camera 10. The other-vehicle recognition unit 131 recognizes, for example, at least a preceding vehicle traveling in the same direction as the host vehicle M in front of the host vehicle M and traveling immediately in front of the host vehicle M (hereinafter referred to as a first preceding vehicle mA1), a vehicle traveling in the same direction as the first preceding vehicle mA1 in front of the first preceding vehicle mA1 and traveling immediately in front of the first preceding vehicle mA1 (hereinafter referred to as a second preceding vehicle mA2), and another vehicle M traveling in a lane adjacent to the host vehicle M traveling in front of the host vehicle M.

The phrase "in the same direction as the host vehicle M" is not limited to being in the same direction as the direction in which the host vehicle M travels, and may be a direction that coincides with the direction in which a vehicle that generally travels on the lane of the lane in which the host vehicle M travels. Further, the immediate front of the host vehicle M indicates that there is no other vehicle between the host vehicle M and the first preceding vehicle mA1, and the immediate front of the first preceding vehicle mA1 indicates that there is no other vehicle between the first preceding vehicle mA1 and the second preceding vehicle mA 2.

The counting unit 132 counts the number of vehicles that have entered (queued) between the first preceding vehicle mA1 and the second preceding vehicle mA2 in the own lane L1 in the predetermined merged scene (hereinafter referred to as a first number NV1) based on the recognition result of the other vehicle recognition unit 131. The predetermined merged scene is, for example, a scene in which another vehicle m traveling on the merged lane L2 adjacent to the left side of the own lane L1 and merging with the own lane L1 enters (is cut into queue) the own lane L1 at the merging portion of the own lane L1 and the merged lane L2, or a scene in which the train traveling on the merged lane L2 is stopped. The details of the process of the counting unit 132 for counting the first number NV1 will be described later. In the following description, the other vehicle m traveling on the merging lane L2 is also referred to as "merging other vehicle mB".

The number-of-vehicles determining unit 133 determines the number of merging other vehicles mB (hereinafter referred to as a second number NV2) that permit entry between the first preceding vehicle mA1 and the host vehicle M, based on the first number NV1 counted by the counting unit 132. The details of the process of determining the second number NV2 by the counting unit 132 will be described later.

The follow-up running control unit 141 generates the target trajectory of the host vehicle M so as to run following a vehicle running ahead of the host vehicle M in the same direction as the host vehicle M in the follow-up running event. For example, the follow-up running control unit 141 generates the target trajectory of the host vehicle M so as to follow the first preceding vehicle mA1 during the follow-up running event. The follow-up running control unit 141 stops or slows down the own vehicle M at the junction point until the lane change between the first preceding vehicle mA1 on the own-vehicle lane L1 and the own vehicle M is completed by the merging another vehicle mB of an amount corresponding to the second number NV2 determined by the another-vehicle recognition unit 131. After the lane change of the merging other vehicles mB by the second number NV2 is completed, the follow-up running control unit 141 generates the target trajectory of the host vehicle M so that the host vehicle M follows the merging other vehicle mB that has entered the host vehicle lane L1 last among the merging other vehicles mB by the second number NV 2.

The follow-up running control unit 141 may specify the vehicle type and the vehicle length of the other vehicle mB that enters the junction between the first preceding vehicle mA1 and the host vehicle M based on the recognition result of the other vehicle recognition unit 131, and derive the number based on the specified vehicle type and vehicle length. For example, when the following travel control unit 141 makes the length of the entering merging another vehicle mB about twice the normal length, the merging another vehicle mB may be converted into two vehicles without being regarded as 1 vehicle. The correspondence relationship between the vehicle type and the vehicle length and the number of the other vehicles mB to be joined may be set in advance, or information indicating the correspondence relationship may be stored in the storage unit 180.

[ processing for counting the first number NV1 ]

The details of the process of counting the first number NV1 by the counting unit 132 will be described below. The counting unit 132 determines the first number NV1 based on the following 5 conditions.

(1-1): position of first preceding vehicle mA1

(1-2): behavior of the first preceding vehicle mA1 (1-3): behavior of merging other vehicles mB (1-4): first forward vehicle mA1 park/jog time

(1-5): merging parking/creep time of other vehicles mB

The counting unit 132 may count the first number NV1 based on at least any one of the conditions (1-1) to (1-5), may use a first number NV1 determined based on a condition that has a highest priority and has a correspondence relationship with each condition among the first number NV1 counted based on the conditions (1-1) to (1-5), and may count a first number NV1 that is a statistical value (for example, a median value, an average value, a maximum value, a minimum value, or the like) of the first number NV1 counted based on any one of the conditions (1-1) to (1-5).

[(1-1): position of the first preceding vehicle mA1

Fig. 3 is a diagram schematically showing processing for counting the first number NV1 based on the position of the first preceding vehicle mA 1. In the figure, L1 denotes a host lane, L2 denotes a merging lane adjacent to the left side of the host lane L1 and merging with the host lane L1, and SL denotes a road dividing line between the host lane L1 and the merging lane L2. X represents the extending direction of the road or the traveling direction of the host vehicle M, and Y represents the vehicle width direction orthogonal to the X direction. In fig. 3, the position where the merging of the merging lane L2 into the host vehicle lane L1 is started (hereinafter referred to as the merging start position) is the position where the road dividing line SL disappears, and the position where the merging of the merging lane L2 into the host vehicle lane L1 is completed (hereinafter referred to as the merging end position) is the position where the merging lane L2 disappears. Hereinafter, the range from the merging start position to the merging end position is also referred to as a "merging portion".

The counting unit 132 counts, as the first number NV1, the number of merging other vehicles mB that have entered between the second preceding vehicle mA2 and the first preceding vehicle mA1 on the own lane L1 from the merging lane L2 until the first preceding vehicle mA1 reaches the merging start position to the merging end position, based on the recognition result of the other vehicle recognition unit 131. In this case, the other vehicle recognition unit 131 recognizes the merging start position and the merging end position based on, for example, the second map information 62 or the shape of a road dividing line (for example, a white line) that divides the own lane L1 and the merging lane L2 and is captured by the camera 10. In fig. 3, since two merging other vehicles mB1 to mB2 exist between the first preceding vehicle mA1 and the second preceding vehicle mA2 that have reached the merging end position, the counting unit 132 counts the first number NV1 as "2".

[(1-2): behavior of the first preceding vehicle mA1

Fig. 4 is a diagram schematically showing a process of counting the first number NV1 based on the behavior of the first preceding vehicle mA1 or the behavior of merging other vehicles mB. The counting unit 132 counts, as the first number NV1, the number of merging vehicles mB that have entered the own-vehicle lane L1 from the merging lane L2 between the second preceding vehicle mA2 and the first preceding vehicle mA1, from the start of the act of making the first preceding vehicle mA1 clear the way to the merging vehicle mB to the end of the act, based on the recognition result of the other-vehicle recognition unit 131.

When the recognition result of the another-vehicle recognition unit 131 indicates that the first preceding vehicle mA1 stopped at the merging start position, started to creep at the merging start position, or started to creep immediately before the merging start position, the counter unit 132 recognizes that the first preceding vehicle mA1 started the behavior of making way to the merging another vehicle mB. When the recognition result of the another-vehicle recognition unit 131 indicates that the first preceding vehicle mA1 started running from a stopped state or stopped traveling slowly (for example, the first preceding vehicle mA1 started running at a normal speed or the degree of acceleration became a predetermined magnitude), the counter unit 132 recognizes that the first preceding vehicle mA1 ended the act of making way to the merging another vehicle mB. The counter 132 counts the number of merging other vehicles mB between the second preceding vehicle mA2 and the first preceding vehicle mA1 that have entered the own lane L1 from the merging lane L2 during a period from the act of starting the yield to the act of ending the yield as the first number NV 1.

In fig. 4, the first preceding vehicle mA1 stops at the merging start position, and the behavior of making way for merging other vehicles mB1 to mB2 starts. Also, the first preceding vehicle mA1 ends the behavior of making way before merging the other vehicles mB3 into the own lane L1. In this case, since two merged other vehicles mB of the merged other vehicles mB1 to mB2 exist between the first preceding vehicle mA1 and the second preceding vehicle mA2, the counter 132 counts the first number NV1 as "2".

[(1-3): behavior of merging other vehicles mB

The counting unit 132 counts, as the first number NV1, the number of merging other vehicles mB that have entered the own vehicle lane L1 from the merging lane L2 between the second preceding vehicle mA2 and the first preceding vehicle mA1, from the time when the second preceding vehicle mA2 reaches the merging start position to the time when the merging other vehicle mB starts giving way to the first preceding vehicle mA1, based on the recognition result of the other vehicle recognition unit 131.

When the recognition result of the another-vehicle recognition unit 131 indicates that the another vehicle mB has stopped or started to creep on the road dividing line SL virtually extending in the X direction or in front of the virtually extending road dividing line SL, the counter unit 132 recognizes that the another vehicle mB has started to make way to the first preceding vehicle mA 1. The counting unit 132 counts, as the first number NV1, the number of merging other vehicles mB that have entered the own-vehicle lane L1 from the merging lane L2 between the second preceding vehicle mA2 and the first preceding vehicle mA1, during a period from when the second preceding vehicle mA2 reaches the merging start position to when the merging other vehicle mB starts giving way to the first preceding vehicle mA 1.

In fig. 4, after the second preceding vehicle mA2 reaches the merging start position, the merging other vehicles mB1 to mB2 enter the own lane L1. Then, the merging other vehicle mB3 starts an action of giving way to the first preceding vehicle mA1 (i.e., stopping or jogging). In this case, since two merged other vehicles mB of the merged other vehicles mB1 to mB2 exist between the first preceding vehicle mA1 and the second preceding vehicle mA2, the counter 132 counts the first number NV1 as "2".

[(1-4): first Forward vehicle mA1 park/Slow travel time ]

The counting unit 132 acquires the time at which the first preceding vehicle mA1 shows the behavior of making way to the merging another vehicle mB based on the recognition result of the another vehicle recognition unit 131, and estimates (counts) the first number NV1 based on the acquired time.

The counter 132 obtains a time (i.e., a parking time) from when the second preceding vehicle mA2 reaches the merging start position to when the first preceding vehicle mA1 starts traveling again after the merging start position stops, as a time when the behavior of giving way to the merging other vehicle mB is shown. The counter 132 obtains a time (i.e., a slow travel time) from when the second preceding vehicle mA2 reaches the merging start position to when the first preceding vehicle mA1 starts to slow down and stops the slow travel (i.e., starts traveling at a normal speed or accelerates to a predetermined level) before the merging start position or the merging start position, as a time when the vehicle has left the forward road to the merging other vehicle mB.

The storage unit 180 stores information indicating a general convergence required time required for 1 merging another vehicle mB to complete the convergence from the merging lane to the own lane, and the counting unit 132 estimates the first number NV1 by dividing the acquired time by the convergence required time, for example. Thus, the counting unit 132 can estimate (count) the first number NV1 even when the other-vehicle recognizing unit 131 hardly recognizes or cannot recognize the other vehicle mB entering the junction between the second preceding vehicle mA2 and the first preceding vehicle mA 1.

[(1-5): merging the parking/creep time of other vehicles mB

The counting unit 132 acquires the time from when the second preceding vehicle mA2 reaches the merging start position to when the merging another vehicle mB shows a behavior of giving way to the first preceding vehicle mA1 based on the recognition result of the another vehicle recognition unit 131, and estimates (counts) the first number NV1 based on the acquired time.

The counting unit 132 obtains a time (i.e., a parking time or a slow travel time) from when the second preceding vehicle mA2 reaches the merging start position to when the merging other vehicle mB stops or starts to slow travel on the road dividing line SL virtually extending in the X direction or in front of the road dividing line SL virtually extending as a time until the merging other vehicle mB shows a behavior of giving way to the first preceding vehicle mA 1.

The storage unit 180 stores information indicating a required merging time required for 1 merging another vehicle mB to complete merging from the merging lane to the own lane, and the counting unit 132 estimates a first number NV1, for example, by dividing the acquired time by the required merging time.

[ processing for determining the second number NV2 ]

The details of the process of determining the second number NV2 by the number determination unit 133 will be described below. The number-of-devices determining unit 133 determines the second number NV2 based on the following 5 conditions.

(2-1): vehicle speed of the main lane L1 and vehicle speed of the merging lane L2

(2-2): operation of occupant of host vehicle M

(2-3): a second task other than the first task related to the driving operation of the host vehicle M

(2-4): behavior of occupant of host vehicle M (2-5): delay from the moment of initial scheduled arrival

The number-of-devices determining unit 133 may determine the second number NV2 based on at least any one of the conditions (2-1) to (2-5), for example, may employ the second number NV2 determined based on the highest priority condition associated with each condition in advance among the second number NV2 determined based on the conditions (2-1) to (2-5), or may employ a statistical value of the second number NV2 determined based on any one of the conditions (2-1) to (2-5) as the second number NV 2.

[(2-1): vehicle speed of the own lane L1 and vehicle speed of the merging lane L2

The number-of-vehicles determining unit 133 determines the second number NV2 based on the first number NV1 counted by the counting unit 132, the vehicle speed of the own-vehicle lane L1, and the vehicle speed of the merging lane L2. The vehicle speed of the own lane L1 is a statistical value of the vehicle speeds of one or more vehicles traveling on the own lane L1, and the vehicle speed of the merging lane L2 is a statistical value of the vehicle speeds of one or more vehicles traveling on the merging lane L2. When the vehicle speed of the own-vehicle lane L1 is slower than the vehicle speed of the merging lane L2, the number-of-vehicles determining unit 133 determines the second number NV2 to be a value smaller than the first number NV1, considering that the first preceding vehicle mA1, the second preceding vehicle mA2, and the own vehicle M that should travel on the own-vehicle lane L1 have priority over the merging-another vehicle mB. For example, the number-of-vehicles determining unit 133 may determine, as the second number NV2, a value obtained by subtracting a predetermined value from the first number NV1, and may determine, as the second number NV2, a value obtained by subtracting a difference between the vehicle speed of the own lane L1 and the vehicle speed of the merging lane L2 from the first number NV 1.

When the vehicle speed of the merging lane L2 is slower than the vehicle speed of the own lane L1, the number-of-vehicles determining unit 133 determines the second number NV2 to be a value greater than the first number NV1, considering that the merging-other-vehicles mB should be given priority over the first preceding vehicle mA1, the second preceding vehicle mA2, and the own vehicle M traveling on the own lane L1. For example, the number-of-vehicles determining unit 133 may determine the second number NV2 as a value obtained by adding a predetermined value to the first number NV1, and may determine the second number NV2 as a value obtained by adding a value corresponding to a difference between the vehicle speed of the host vehicle lane L1 and the vehicle speed of the merging lane L2 to the first number NV 1. Thus, the number-of-vehicles determining unit 133 can prioritize the host vehicle M over the merging other vehicle mB in a scene in which the host vehicle M should be prioritized, and prioritize the merging other vehicle mB over the host vehicle M in a scene in which the merging other vehicle mB should be prioritized.

Instead of the vehicle speed of the own lane L1 and the vehicle speed of the merging lane L2, the number-of-vehicles determining unit 133 may determine the second number NV2 based on the relative speed between the own lane L1 and the merging lane L2. Here, when the relative speed is a speed based on the own lane L1, the number-of-stations determining unit 133 may determine, as the second number NV2, a value obtained by adding a predetermined value to the first number NV1 when the relative speed is a negative value (that is, the vehicle speed of the merging lane L2 is slower than the vehicle speed of the own lane L1), or may determine, as the second number NV2, a value obtained by adding a value corresponding to the relative speed to the first number NV 1. Instead of the vehicle speed of the own lane L1 and the vehicle speed of the merging lane L2, the number-of-vehicles determining unit 133 may determine the second number NV2 based on a relative distance between two points that are identical in the vehicle width direction and are respectively determined at a certain time point on the train of the own lane L1 and the train of the merging lane L2, after a predetermined time has elapsed from the certain time point. Here, when the relative distance is a distance indicating a positive value in front of the host vehicle M and a negative value in back of the host vehicle M with reference to the host lane L1, the number-of-stations determining unit 133 may determine, as the second number NV2, a value obtained by adding a predetermined value to the first number NV1 or may determine, as the second number NV2, a value obtained by adding a value corresponding to the relative distance to the first number NV1, when the relative distance is a negative value (that is, when the point defined on the train of the merging lane L2 is located rearward of the point defined on the train of the host lane L1).

[(2-2): operation of occupant of host vehicle M

The number-of-devices determining unit 133 determines the second number NV2 based on the operation of the occupant of the host vehicle M received from the HMI 30. Fig. 5 is a diagram showing an example of the display of the HMI30 when the second number NV2 is received. The number-of-devices determining unit 133 controls the HMI30, for example, to cause the display device of the HMI30 to display the image IM including the designated message MS urging the occupants of the host vehicle M to the second number NV 2. The timing at which the number determination unit 133 causes the display device of the HMI30 to display the image IM is, for example, the timing at which the occupant of the host vehicle M gets on the vehicle or the timing at which the autonomous driving of the host vehicle M is started. The message MS is for example "in a converged scenario are several other vehicles allowed to enter? (MS1) ", and the like. The image IM includes a numeric key KY which designates the number of the second number NV2, a frame BX which displays the number input by the numeric key KY, a decision button B1 which decides the number indicated by the frame BX as the second number NV2, and a request button B2 which gives the decision of the second number NV2 to the number deciding section 133. The occupant of the vehicle M specifies the second number NV2 by operating the numeric keypad KY, the decision button B1, and the request button B2 shown in the HMI 30. The HMI30 is an example of the "receiving section".

The number-of-devices determining unit 133 determines the second number NV2 based on the operation received from the HMI 30. For example, when the number of the second numbers NV2 is designated by the number key KY, the number determination unit 133 determines the number as the second number NV 2. When the request button B2 is operated, the number-of-devices determining unit 133 determines a predetermined value or the first number of devices NV1 as the second number of devices NV 2. Thus, the number-of-vehicles determining unit 133 can prioritize the host vehicle M over the merging other vehicle mB or prioritize the merging other vehicle mB over the host vehicle M according to the degree desired by the occupant of the host vehicle M.

When the occupants of the host vehicle M are driving, the number of occupants determination unit 133 may output the sound of the message MS through the speaker of the HMI30, and determine the second number NV2 based on the sound detected by the microphone of the HMI30 and the sound having the value of the second number NV2 specified by the occupants of the host vehicle M.

In the above description, the HMI30 has been described as receiving the operation of the occupant related to the designation of the second number NV2, but the HMI30 is not limited to this. For example, the operation of the occupant related to the designation of the second number NV2 may be an operation received by an operation detection sensor attached to a brake pedal or an accelerator pedal, instead of the HMI 30. For example, in an event related to automatic driving (for example, a follow-up running event), an operation related to braking of a brake pedal and an operation related to acceleration of an accelerator pedal are set to be ineffective. At this time, the brake pedal and the operation for increasing the value of the second number NV2 are associated in advance, the accelerator pedal and the operation for decreasing the value of the second number NV2 are associated in advance, and the number determination unit 133 determines the increased or decreased value as the second number NV2 based on the detection result of the operation detection sensor attached to each pedal.

[(2-3): second task other than first task relating to driving operation of the host vehicle M

Fig. 6 is a diagram showing an example of a scene in which a second task other than the first task (for example, periphery monitoring) related to the driving operation of the host vehicle M is performed. The second task is a second activity performed by the occupant of the host vehicle M in the vehicle of the host vehicle M, and is an action (specifically, viewing of contents, a call, an operation of an information terminal device, and the like) that can be performed by the occupant of the host vehicle M in a state in which the occupant can respond to a request for a drive shift from the automatic drive control device 100. In fig. 6, the occupant of the host vehicle M views the content played back on the HMI 30.

First, the number-of-devices determining unit 133 recognizes the state of the occupant of the host vehicle M based on the image captured and generated by the in-vehicle camera 70 in the vehicle interior of the host vehicle M. When the recognition result indicates that the occupant of the host vehicle M is performing the second task, the number-of-vehicles determining unit 133 determines the second number NV2 to be a value greater than the first number NV1 so that the merging-other-vehicle mB has priority over the host vehicle M. In addition, when the recognition result indicates that the occupant of the host vehicle M is not performing the second task (for example, when the occupant of the host vehicle M is monitoring the surroundings), the number-of-vehicles determining unit 133 determines the second number NV2 to be a value smaller than the first number NV1 so that the host vehicle M has priority over merging of the other vehicles mB.

When the occupant of the host vehicle M performs the second task, the automatic driving control apparatus 100 may preferably continue the host vehicle M (for example, not reach the destination) until the occupant of the host vehicle M completes the second task (for example, before the viewing of the content is completed, before the call is completed, and before the processing by the information terminal apparatus is completed). In this case, the number-of-vehicles determining unit 133 can make the own vehicle M travel continuously by giving priority to the merging other vehicle mB over the own vehicle M when the occupant of the own vehicle M performs the second task, and can make the own vehicle M give priority to the merging other vehicle mB because it is not necessary to make the travel continuous when the occupant of the own vehicle M does not perform the second task.

[(2-4): behavior of occupant of host vehicle M

The number-of-vehicles determining unit 133 determines whether or not the behavior of the rear vehicle traveling behind the host vehicle M in the same direction as the host vehicle M is the first behavior based on the recognition result of the other-vehicle recognizing unit 131 and the first behavior information 182. The first behavior is, for example, a behavior of a sudden advance. Fig. 7 is a diagram showing an example of the content of the first behavior information 182. The first behavior information 182 is information indicating a prescribed behavior regarded as a first behavior. In fig. 7, the predetermined behaviors identified as the first behavior in the first behavior information 182 include "the vehicle is shifting in the vehicle width direction", "the vehicle is traveling beyond the lane dividing line", "the vehicle is flashing", and "the inter-vehicle distance to the host vehicle M is shorter than a predetermined reference". The number-of-vehicles determining unit 133 determines the second number NV2 to be a smaller value when it is determined that the rear vehicle identified by the other-vehicle identifying unit 131 performs the first behavior included in the first behavior information 182, than when it is determined that the rear vehicle does not perform the first behavior. For example, the number-of-vehicles determining unit 133 determines, as the second number of vehicles NV2, a value obtained by subtracting a predetermined value from the first number of vehicles NV1 when it is determined that the rear vehicle is performing the first behavior, and determines, as the second number of vehicles NV2, the first number of vehicles NV1 when it is determined that the rear vehicle is not performing the first behavior. Thus, the number-of-vehicles determining unit 133 can avoid the obstacle to the travel of the rear vehicle by giving priority to the host vehicle M over the merging-with-another-vehicle mB.

[(2-5): delay from the moment of initial scheduled arrival ]

When the destination of the own vehicle M is set, the number-of-stations determining unit 133 obtains the scheduled arrival time derived at the time of the setting and the scheduled arrival time at the current time. Hereinafter, the scheduled arrival time derived when the destination is set is referred to as "the initial scheduled arrival time". When determining that the scheduled arrival time at the current time is later than the current scheduled arrival time, the number-of-stations determining unit 133 determines the second number NV2 to be a value smaller than the first number NV 1. Thus, the number-of-vehicles determining unit 133 can cause the host vehicle M to travel with priority over the merged other vehicle mB when the arrival time is later than the originally scheduled arrival time.

[ operation procedure ]

Fig. 8 is a flowchart showing an example of a process of inserting the merging other vehicle mB into the queue between the first preceding vehicle mA1 and the own vehicle M. The flowchart shown in fig. 8 is executed when the host vehicle M travels at the merging point. First, when the own vehicle M is located in front of the branch point, the other-vehicle recognition unit 131 recognizes the first preceding vehicle mA1 and the second preceding vehicle mA2 (step S100). Next, the counting unit 132 counts the number of other vehicles mB merging into the junction between the first preceding vehicle mA1 and the second preceding vehicle mA2 (i.e., the first number NV1) (step S102). As described above, the counting unit 132 may count the first number NV1 based on at least any one of the conditions (1-1) to (1-5), may adopt the first number NV1 determined based on the condition that the priority is highest and the correspondence relationship with each condition is established in advance among the first number NV1 counted based on the conditions (1-1) to (1-5), and may count the statistics (for example, the median, the average, the maximum, the minimum, and the like) of the first number NV1 counted based on any one of the conditions (1-1) to (1-5) as the first number NV 1.

The number determination unit 133 determines the second number NV2 (step S104). As described above, the number-of-devices determining unit 133 may determine the second number NV2 based on at least any one of the conditions (2-1) to (2-5), may use the second number NV2 determined based on the highest priority condition associated with each condition in advance among the second number NV2 determined based on the conditions (2-1) to (2-5), or may use a statistical value of the second number NV2 determined based on any one of the conditions (2-1) to (2-5) as the second number NV 2. The details of the determination processing of the second number NV2 under each of the conditions (2-1) to (2-5) will be described later. The follow-up traveling control unit 141 determines whether or not the merging another vehicle mB of an amount corresponding to the second number NV2 determined by the number determination unit 133 has completed entering the own lane L1 (step S106). When determining that the merging other vehicles mB of the amount corresponding to the second number NV2 have completed entering the own vehicle lane L1, the follow-up running control unit 141 executes a follow-up running event for causing the own vehicle M to follow the merging other vehicles mB that have finally entered the own vehicle lane L1 among the merging other vehicles mB of the amount corresponding to the second number NV2 (step S108).

[ operation flow: condition (2-1) ]

Fig. 9 is a flowchart showing an example of the determination processing of the second number NV2 according to condition (2-1). The flowchart shown in fig. 9 is selectively executed in step S104 described above. First, the number of vehicles determining unit 133 obtains the vehicle speed of the own lane L1 and the vehicle speed of the merging lane L2 based on the recognition result of the other vehicle recognizing unit 131, and determines whether or not the vehicle speed of the own lane L1 is slower than the vehicle speed of the merging lane L2 (step S200). When it is determined that the vehicle speed of the own lane L1 is slower than the vehicle speed of the merging lane L2, the number determining unit 133 determines a value smaller than the first number NV1 as the second number NV2 (step S202). When determining that the vehicle speed of the own lane L1 is not slower than the vehicle speed of the merged lane L2, the number-of-vehicles determining unit 133 determines whether the vehicle speed of the merged lane L2 is slower than the vehicle speed of the own lane L1 (step S204). When it is determined that the vehicle speed of the merging lane L2 is slower than the vehicle speed of the own lane L1, the number determining unit 133 determines a value larger than the first number NV1 as the second number NV2 (step S206). When determining that the vehicle speed of the own lane L1 matches the vehicle speed of the merging lane L2, the number determining unit 133 determines the first number NV1 as the second number NV2 (step S208).

[ operation flow: condition (2-2) ]

Fig. 10 is a flowchart showing an example of the determination processing of the second number NV2 according to condition (2-2). The flowchart shown in fig. 10 is selectively executed in step S104 described above. The number-of-occupants determination unit 133 determines whether the HMI30 has accepted an operation to designate a second number of occupants NV2 of the vehicle M (step S300). When it is determined that the operation of the occupants of the host vehicle M designating the second number NV2 has been received, the number determining unit 133 determines the value designated by the operation as the second number NV2 (step S302). The number-of-vehicles determining unit 133 determines the first number NV1 as the second number NV2 when it is determined that the operation of the occupants of the host vehicle M designating the second number NV2 has not been accepted, or when it is determined that the operation of checking out the determination of the second number NV2 to the number-of-vehicles determining unit 133 has been accepted (step S304).

[ operation flow: condition (2-3) ]

Fig. 11 is a flowchart showing an example of the determination processing of the second number NV2 according to condition (2-3). The flowchart shown in fig. 11 is selectively executed in step S104 described above. The number-of-devices determining unit 133 determines whether or not the occupant of the host vehicle M is performing the second task based on the image generated by the in-vehicle camera 70 (step S400). When determining that the occupants of the host vehicle M are performing the second task, the number-of-stations determining unit 133 determines a value larger than the first number NV1 as the second number NV2 (step S402). When determining that the occupants of the host vehicle M are not performing the second task, the number-of-devices determining unit 133 determines the first number NV1 as the second number NV2 (step S404).

[ operation flow: condition (2-4) ]

Fig. 12 is a flowchart showing an example of the determination processing of the second number NV2 according to condition (2-4). The flowchart shown in fig. 12 is selectively executed in step S104 described above. The number of vehicles determining unit 133 determines whether the behavior of the rear vehicle is the first behavior based on the recognition result of the other vehicle recognition unit 131 and the first behavior information 182 (step S500). When determining that the behavior of the rear vehicle is the first behavior, the number-of-vehicles determining unit 133 determines a value smaller than the first number NV1 as the second number NV2 (step S502). When determining that the behavior of the rear vehicle is not the first behavior, the number-of-vehicles determining unit 133 determines the first number NV1 as the second number NV2 (step S504).

[ operation flow: condition (2-5) ]

Fig. 13 is a flowchart showing an example of the determination processing of the second number NV2 according to condition (2-5). The number-of-stations determining unit 133 acquires the scheduled arrival time and the scheduled arrival time at the current time point, and determines whether the scheduled arrival time at the current time point is later than the scheduled arrival time (step S600). When determining that the scheduled arrival time at the current time is later than the initial scheduled arrival time, the number-of-stations determining unit 133 determines a value smaller than the first number NV1 as the second number NV2 (step S602). When determining that the arrival time is not later than the first scheduled arrival time, the number-of-stations determining unit 133 determines the first number NV1 as the second number NV2 (step S604).

According to the automatic driving control device 100 of the embodiment described above, the host vehicle can be controlled so that the number of other vehicles corresponding to the feature of the merging portion merges into the host vehicle lane. As a result, excessive priority can be suppressed from being given to another vehicle, and convenience as a passenger is improved.

In the above description, it is not said that there is no road dividing line between the range of the source of the queue-break and the traveling path on which the host vehicle M travels, but in this case, a virtual line may be set at a position corresponding to the road dividing line, and the same processing as described above may be performed.

In the above description, the vehicle control device is assumed to be applied to the automatic driving control device, but the vehicle control device may be applied to a driving assistance device that mainly performs so-called acc (adaptive Cruise control), that is, inter-vehicle distance control, constant speed travel control, or the like.

[ hardware configuration ]

Fig. 14 is a diagram showing an example of the hardware configuration of the automatic driving control apparatus 100. As shown in the figure, the automatic driving control apparatus 100 is configured such that a communication controller 100-1, a CPU100-2, a ram (random Access memory)100-3 used as a work memory, a rom (read Only memory)100-4 storing a boot program and the like, a flash memory, a storage apparatus 100-5 such as an hdd (hard Disk drive) and the like, and a drive apparatus 100-6 are connected to each other via an internal bus or a dedicated communication line. The communication controller 100-1 performs communication with components other than the automatic driving control apparatus 100. The storage device 100-5 stores a program 100-5a executed by the CPU 100-2. This program is developed into the RAM100-3 by a dma (direct Memory access) controller (not shown) or the like, and executed by the CPU 100-2. In this way, a part or all of the recognition unit 130, the action plan generation unit 140, and the second control unit 160 are realized.

The above-described embodiments can be expressed as follows.

A vehicle control device is provided with:

a storage device storing a program; and

a hardware processor for executing a program of a program,

the hardware processor performs the following processing by executing a program stored in the storage device:

identifying the surrounding environment of the vehicle;

controlling a speed or steering of the own vehicle based on the recognition result;

counting the number of other vehicles that have made a lane change ahead of a preceding vehicle traveling ahead of the host vehicle on the host vehicle from an adjacent lane on the basis of the recognition result;

determining the number of other vehicles that are permitted to enter the vehicle from the adjacent lane to the preceding vehicle, based on the counted number of vehicles; and

and controlling the host vehicle so that the determined number of other vehicles enters between the host vehicle and the preceding vehicle on the host lane.

While the present invention has been described with reference to the embodiments, the present invention is not limited to the embodiments, and various modifications and substitutions can be made without departing from the scope of the present invention.

Claims (14)

1. A control system for a vehicle, wherein,

the vehicle control system includes:

an identification unit that identifies the surrounding environment of the vehicle;

a driving control unit that controls a speed or steering of the host vehicle based on a recognition result of the recognition unit;

a counting unit that counts the number of other vehicles that have made a lane change from an adjacent lane to a preceding vehicle traveling ahead of the host vehicle on the host lane, based on a recognition result of the recognition unit; and

a number-of-vehicles determination unit that determines the number of vehicles that are permitted to enter another vehicle that makes a lane change from the adjacent lane to the preceding vehicle, based on the number of vehicles counted by the counting unit,

the driving control unit controls the host vehicle such that the number of other vehicles determined by the number-of-vehicles determining unit enters between the host vehicle and the preceding vehicle on the host vehicle lane.

2. The vehicle control system according to claim 1,

the driving control unit causes the host vehicle to follow the other vehicle when the other vehicle of an amount corresponding to the number determined by the number determining unit completes a lane change between the host vehicle and the preceding vehicle on the host vehicle lane.

3. The vehicle control system according to claim 1,

the vehicle control system further includes a receiving unit that receives an operation of an occupant of the host vehicle,

the number-of-stations determining unit determines the number of stations designated as the allowable number of stations when the operation for designating the number of stations is received by the receiving unit.

4. The vehicle control system according to claim 3,

the receiving unit includes an operation detection sensor attached to a brake pedal or an accelerator pedal.

5. The vehicle control system according to any one of claims 1 to 4,

the adjacent lane is a merging lane in which vehicles merging toward the own lane travel.

6. The vehicle control system according to any one of claims 1 to 4,

the driving control unit controls the host vehicle such that the number of other vehicles determined by the number-of-vehicles determining unit enters between the host vehicle and the preceding vehicle on the host vehicle, when the recognition unit recognizes that the train traveling on the adjacent lane is stationary.

7. The vehicle control system according to any one of claims 1 to 4,

the number-of-stations determination unit determines the allowable number of stations based on whether or not the driver of the host vehicle is performing the periphery monitoring.

8. The vehicle control system according to any one of claims 1 to 4,

the number-of-vehicles determination unit determines the allowable number of vehicles to be a smaller value when the behavior of the rear vehicle recognized by the recognition unit is a first behavior that is ahead of the vehicle, as compared to when the behavior of the rear vehicle is not the first behavior.

9. The vehicle control system according to any one of claims 1 to 4,

the number-of-stations determining unit determines the allowable number of stations based on a relative speed or a relative distance between the own lane and the adjacent lane.

10. The vehicle control system according to any one of claims 1 to 4,

the number-of-vehicles determination unit determines the allowable number of vehicles based on the vehicle type of another vehicle recognized by the recognition unit to change lanes between the host vehicle and the preceding vehicle on the host vehicle from the adjacent lane.

11. The vehicle control system according to any one of claims 1 to 4,

the number-of-vehicles determination unit determines the second number to be a smaller value when the scheduled arrival time of the host vehicle is delayed than when the scheduled arrival time is not delayed.

12. The vehicle control system according to any one of claims 1 to 4,

the counting unit counts the number of vehicles based on at least one of the slow travel time and the stop time of the preceding vehicle recognized by the recognition unit.

13. A control method for a vehicle, wherein,

the vehicle control method causes a computer to perform:

identifying the surrounding environment of the vehicle;

controlling a speed or steering of the own vehicle based on the recognition result;

counting the number of other vehicles that have made a lane change ahead of a preceding vehicle traveling ahead of the host vehicle on the host vehicle from an adjacent lane on the basis of the recognition result;

determining the number of other vehicles that are permitted to enter the vehicle from the adjacent lane to the preceding vehicle, based on the counted number of vehicles; and

and controlling the host vehicle so that the determined number of other vehicles enters between the host vehicle and the preceding vehicle on the host lane.

14. A storage medium storing a program, wherein,

the program causes a computer to perform the following processing:

identifying the surrounding environment of the vehicle;

controlling a speed or steering of the own vehicle based on the recognition result;

counting the number of other vehicles that have made a lane change ahead of a preceding vehicle traveling ahead of the host vehicle on the host vehicle from an adjacent lane on the basis of the recognition result;

determining the number of other vehicles that are permitted to enter the vehicle from the adjacent lane to the preceding vehicle, based on the counted number of vehicles; and

and controlling the host vehicle so that the determined number of other vehicles enters between the host vehicle and the preceding vehicle on the host lane.

Images