JP7442610B2 - Vehicle and its control device and control method - Google Patents

Description

The present invention relates to a vehicle, a control device, and a control method thereof.

As one function of automatic vehicle driving and driving support, a function is provided that allows the vehicle to change lanes without the driver's operation. Patent Document 1 describes detecting a request to start lane change support based on a driver's shallow push operation of a turn signal lever, and detecting a request to stop lane change support based on a deep push operation of a turn signal lever. ing.

Japanese Patent Application Publication No. 2018-103767

In the technology described in Patent Document 1, a request to start lane change support is detected by a shallow push operation of the turn signal lever, and a request to cancel lane change support is detected by a deep push operation of the turn signal lever . If the amount of operation of the turn signal lever is asymmetrical, the driver may be confused when requesting to cancel lane change assistance. SUMMARY OF THE INVENTION An object of the present invention is to provide a technique that allows a driver to intuitively request the cancellation of a lane change operation.

In view of the above-mentioned problems, a vehicle control device includes a detecting means for detecting a request to cancel a lane change operation based on an operation of an operator by a driver, and a detecting means for detecting a request to cancel a lane change operation based on the request to cancel the lane change operation. a travel control means for controlling the operation, and the positions in which the operator can move are a neutral position, a first position in a first direction and a second direction that are different from the neutral position, and a second position located in each of the first direction and the second direction with respect to the position, and a movement amount from the neutral position is larger than the first position; When the duration time during which the operator is maintained at the second position in the second direction while executing the lane change operation in one direction corresponding to the first direction is longer than the first threshold time, the stop request is made. is detected, and after the operator is maintained at the second position in the second direction for a shorter time than the first threshold time and then moved to the first position in the second direction , The stop request is detected when the duration of time the operator is maintained at the first position is longer than a second threshold time , and the second threshold time is such that the driver moves the operator to the first position in the second direction. Provided is a control device characterized in that the threshold time is for detecting that the condition is maintained .

With the above means, it becomes possible to intuitively request the cancellation of a lane change operation.

FIG. 1 is a block diagram illustrating a configuration example of a vehicle according to an embodiment. FIG. 2 is a schematic diagram illustrating a configuration example of a turn signal lever according to an embodiment. FIG. 3 is a flowchart illustrating a control method regarding a lane change operation according to the embodiment. FIG. 3 is a schematic diagram illustrating an example in which a lane change operation according to the embodiment is completed. FIG. 3 is a schematic diagram illustrating an example of canceling a lane change operation according to the embodiment. FIG. 3 is a schematic diagram illustrating an example in which a lane change operation is not canceled according to the embodiment.

Embodiments of the present invention will be described below with reference to the accompanying drawings. Similar elements are given the same reference numerals throughout the various embodiments, and redundant description will be omitted. Moreover, each embodiment can be changed and combined as appropriate.

The vehicle 1 includes a vehicle control device 2 (hereinafter simply referred to as the control device 2) that controls the vehicle 1. The control device 2 includes a plurality of ECUs 20 to 29 communicatively connected via an in-vehicle network. Each ECU includes a processor represented by a CPU, a memory such as a semiconductor memory, an interface with an external device, and the like. The memory stores programs executed by the processor, data used by the processor for processing, and the like. Each ECU may include multiple processors, memories, interfaces, and the like. For example, the ECU 20 includes a processor 20a and a memory 20b. Processing by the ECU 20 is executed by the processor 20a executing instructions included in the program stored in the memory 20b. Alternatively, the ECU 20 may include a dedicated integrated circuit such as an ASIC for executing processing by the ECU 20. The same applies to other ECUs.

The functions handled by each of the ECUs 20 to 29 will be explained below. Note that the number of ECUs and the functions they are responsible for can be designed as appropriate, and it is possible to subdivide or integrate them more than in this embodiment.

The ECU 20 executes control related to automatic driving of the vehicle 1. In automatic driving, at least one of the steering and acceleration/deceleration of the vehicle 1 is automatically controlled. In the control example described later, both steering and acceleration/deceleration are automatically controlled.

The ECU 21 controls the electric power steering device 3. The electric power steering device 3 includes a mechanism that steers the front wheels according to the driver's driving operation (steering operation) on the steering wheel 31. Further, the electric power steering device 3 includes a motor that exerts a driving force to assist a steering operation and automatically steer the front wheels, a sensor that detects a steering angle, and the like. When the driving state of the vehicle 1 is automatic driving, the ECU 21 automatically controls the electric power steering device 3 in response to instructions from the ECU 20 to control the traveling direction of the vehicle 1.

The ECUs 22 and 23 control the detection units 41 to 43 that detect conditions in the outside world of the vehicle and process information on the detection results. The detection unit 41 is a camera that photographs the front of the vehicle 1 (hereinafter, may be referred to as the camera 41), and in this embodiment, it is attached to the interior side of the front window at the front of the roof of the vehicle 1. It will be done. By analyzing the image taken by the camera 41, it is possible to extract the outline of the target object and the lane markings (white lines, etc.) on the road.

The detection unit 42 is a lidar (Light Detection and Ranging) (hereinafter sometimes referred to as lidar 42), and detects targets around the vehicle 1 and measures the distance to the targets. . In the case of this embodiment, five riders 42 are provided, one at each corner of the front of the vehicle 1, one at the center of the rear, and one at each side of the rear. The detection unit 43 is a millimeter wave radar (hereinafter sometimes referred to as radar 43), and detects targets around the vehicle 1 and measures the distance to the targets. In the case of this embodiment, five radars 43 are provided, one at the center of the front of the vehicle 1, one at each corner of the front, and one at each corner of the rear.

The ECU 22 controls one camera 41 and each rider 42 and processes information on detection results. The ECU 23 controls the other camera 41 and each radar 43 and processes information on detection results. Equipped with two sets of devices to detect the surrounding environment of the vehicle improves the reliability of detection results, and equipped with different types of detection units such as cameras, lidar, and radar enables analysis of the surrounding environment of the vehicle. can be carried out in many ways.

The ECU 24 controls the gyro sensor 5, the GPS sensor 24b, and the communication device 24c, and processes information on detection results or communication results. Gyro sensor 5 detects rotational movement of vehicle 1. The course of the vehicle 1 can be determined based on the detection results of the gyro sensor 5, wheel speed, and the like. The GPS sensor 24b detects the current position of the vehicle 1. The communication device 24c performs wireless communication with a server that provides map information and traffic information, and acquires this information. The ECU 24 can access a map information database 24a built in memory, and the ECU 24 searches for a route from the current location to the destination. The ECU 24, map database 24a, and GPS sensor 24b constitute a so-called navigation device.

The ECU 25 includes a communication device 25a for inter-vehicle communication. The communication device 25a performs wireless communication with other nearby vehicles and exchanges information between the vehicles.

ECU 26 controls power plant 6 . The power plant 6 is a mechanism that outputs driving force to rotate the drive wheels of the vehicle 1, and includes, for example, an engine and a transmission. For example, the ECU 26 controls the engine output in response to the driver's driving operation (accelerator operation or acceleration operation) detected by the operation detection sensor 7a provided on the accelerator pedal 7A, and controls the vehicle speed etc. detected by the vehicle speed sensor 7c. The gears of the transmission are switched based on the information. When the driving state of the vehicle 1 is automatic driving, the ECU 26 automatically controls the power plant 6 in response to instructions from the ECU 20 to control acceleration and deceleration of the vehicle 1.

The ECU 27 controls a lighting device 8 (lighting devices such as a headlight and a taillight) including a direction indicator (blinker). In the example shown in FIG. 1, the lighting device 8 is provided at the front, door mirror, and rear of the vehicle 1. The ECU 27 further controls a sound device 11 directed to the outside of the vehicle, including a horn of a car horn. The lighting device 8, the audio device 11, or a combination thereof has a function of providing information to the outside world of the vehicle 1.

The ECU 28 controls the input/output device 9. The input/output device 9 outputs information to the driver and receives information input from the driver. The sound output device 91 notifies the driver of information by voice. The display device 92 notifies the driver of information by displaying images. The display device 92 is arranged, for example, on the surface of the driver's seat and constitutes an instrument panel or the like. Note that although audio and display have been exemplified here, information may be notified by vibration or light. Further, information may be reported by combining a plurality of sounds, displays, vibrations, or lights. Furthermore, depending on the level of information to be notified (for example, degree of urgency), the combinations or notification modes may be changed. The input device 93 is a group of switches arranged at a position that can be operated by the driver and gives instructions to the vehicle 1, but may also include a sound input device. The ECU 28 can provide guidance regarding travel control of the ECU 20. Details of the guidance will be described later. Input device 93 may include a switch used to control travel control operations by ECU 20. The input device 93 may include a camera for detecting the direction of the driver's line of sight.

The ECU 29 controls the brake device 10 and a parking brake (not shown). The brake device 10 is, for example, a disc brake device, and is provided on each wheel of the vehicle 1, and decelerates or stops the vehicle 1 by applying resistance to the rotation of the wheels. For example, the ECU 29 controls the operation of the brake device 10 in response to the driver's driving operation (brake operation) detected by the operation detection sensor 7b provided on the brake pedal 7B. When the driving state of the vehicle 1 is automatic driving, the ECU 29 automatically controls the brake device 10 in response to instructions from the ECU 20 to control deceleration and stopping of the vehicle 1. The brake device 10 and the parking brake can also be operated to maintain the stopped state of the vehicle 1. Furthermore, if the transmission of the power plant 6 is equipped with a parking lock mechanism, this can also be activated to maintain the stopped state of the vehicle 1.

With reference to FIG. 2, a configuration example of the turn signal lever 200 of the vehicle 1 will be described. The turn signal lever 200 is attached near the steering wheel 31 (for example, on the right rear side), and is used by the driver to instruct the vehicle 1 to turn on or off the turn signal. Further, as will be described later, the turn signal lever 200 is also used by the driver to request the vehicle 1 to start or stop a lane change operation. The operation of the turn signal lever 200 by the driver is detected by the ECU 27, for example.

The directions in which the turn signal lever 200 can move include a clockwise direction 204R and a counterclockwise direction 204L about the shaft 205. The clockwise direction 204R and the counterclockwise direction 204L are examples of two different directions. The directions in which the turn signal lever 200 can be moved may include a direction toward the driver and a direction toward the driver.

The positions in which the turn signal lever 200 can move include a neutral position 201, intermediate positions 202R and 202L, and terminal positions 203R and 203L. The neutral position 201 is a position where the turn signal lever 200 is placed when the driver does not give instructions to the vehicle 1.

The intermediate position 202R is a position located in a clockwise direction 204R with respect to the neutral position 201. The intermediate position 202L is a position located in a counterclockwise direction 204L with respect to the neutral position 201. The turn signal lever 200 in the intermediate positions 202R and 202L returns to the neutral position 201 by a physical biasing mechanism when there is no operation force by the driver. Intermediate positions 202R and 202L may also be called half positions. The intermediate positions 202R and 202L may be positions having a predetermined width, as shown in FIG. 2.

The end position 203R is a position located in a clockwise direction 204R with respect to the neutral position 201. The terminal position 203L is a position located in a counterclockwise direction 204L with respect to the neutral position 201. The turn signal levers 200 at the end positions 203R and 203L can be maintained in position by a physical locking mechanism when there is no operation force by the driver. The terminal positions 203R and 203L may also be called abutment positions.

The amount of movement from the neutral position 201 to the end position 203R is larger than the amount of movement from the neutral position 201 to the intermediate position 202R. In other words, the intermediate position 202R is between the neutral position 201 and the end position 203R. There may be play between the intermediate position 202R and the neutral position 201. That is, when the turn signal lever 200 is within a predetermined movement amount from the neutral position 201, the ECU 27 may consider that the turn signal lever 200 is not at the intermediate position 202R. There may also be play between the intermediate position 202R and the end position 203R. The relationship between the neutral position 201, the intermediate position 202L, and the end position 203L is also the same as the above-mentioned relationship between the neutral position 201, the intermediate position 202R, and the end position 203R.

When the driver desires to blink the right turn signal of the vehicle 1, the driver operates the turn signal lever 200 to the terminal position 203R. In response to this operation, the ECU 27 causes the right turn signal of the vehicle 1 to blink. On the other hand, when the driver desires to turn on the left turn signal of the vehicle 1, the driver operates the turn signal lever 200 to the terminal position 203L. In response to this operation, the ECU 27 causes the left turn signal of the vehicle 1 to blink.

A method of controlling the vehicle 1 to perform a lane change operation will be described with reference to FIG. 3. In this control method, the vehicle 1 (specifically, the ECU 20) detects a start request and a stop request for a lane change operation based on the operation of the turn signal lever 200 by the driver, and detects the detected start request and stop request. Based on this, the lane change operation of the vehicle 1 is controlled. As will be specifically explained below, when the driver wants to change lanes to the adjacent lane on the right side, the driver operates the turn signal lever 200 to the intermediate position 202R, and when the driver wants to change lanes to the adjacent lane on the left side, the driver operates the turn signal lever 200 to the intermediate position 202R. Operate to position 202L. Further, the driver can request to cancel the lane change operation by operating the turn signal lever 200 to the opposite intermediate position 202L or 202R.

The control method of FIG. 3 may be performed by the processor 20a of the ECU 20 executing a program stored in the memory 20b. Alternatively, some or all steps of the method may be performed in dedicated circuitry, such as an ASIC (Application Specific Integrated Circuit). In the former case, the processor 20a becomes the component for the specific operation, and in the latter case, the dedicated circuit becomes the component for the specific operation.

The control method shown in FIG. 3 is started when the ECU 20 determines that the vehicle 1 can perform a lane change operation based on the surrounding environment of the vehicle 1. It is assumed that the turn signal lever 200 is in the neutral position 201 at the start of the control method. If the surrounding environment changes during execution of this control method and lane changing operation becomes impossible, the ECU 20 ends this control method and performs an operation according to the surrounding environment. For example, the ECU 20 may either stay in the lane in which the vehicle is traveling or move to an adjacent lane, taking safety into consideration.

In step S301, the ECU 20 notifies the driver that a lane change operation can be performed. This notification is performed, for example, by changing the display content on the display device 92. After the notification, the ECU 20 enters a lane change standby state in which it waits for a start request from the driver.

In step S302, the ECU 20 determines whether the turn signal lever 200 has been operated to the intermediate position 202R or 202L. The ECU 20 transitions the process to step S303 when the turn signal lever 200 is operated to the intermediate position 202R or 202L (YES in step S302), and otherwise transitions the process to step S302 (NO in step S302). . In this way, the ECU 20 waits for the turn signal lever 200 to be operated from the neutral position 201 to the intermediate position 202R or 202L in one of the clockwise direction 204R and the counterclockwise direction 204L. In the following, in order to simplify the explanation, it is assumed that the turn signal lever 200 has moved to the intermediate position 202R in step S302. When the turn signal lever 200 has been moved to the intermediate position 202L in step S302, the clockwise direction 204R and the counterclockwise direction 204L are switched in the following description. The ECU 27 may start blinking the turn signal in response to the turn signal lever 200 being operated to the intermediate position 202R or 202L.

In step S303, the ECU 20 determines whether the turn signal lever 200 has been operated to the end position 203R. The ECU 20 ends the process when the turn signal lever 200 is operated to the end position 203R (YES in step S303), and otherwise shifts the process to step S304 (NO in step S303). When the turn signal lever 200 moves to the terminal position 203R, the ECU 20 determines that the driver manually changes lanes to the adjacent lane (in this case, the right adjacent lane). Therefore, the ECU 20 ends the automatic lane change operation.

In step S304, the ECU 20 determines whether the duration during which the turn signal lever 200 is maintained at the intermediate position 202R (by the driver) is longer than the threshold time Th1 (for example, 2 seconds). The ECU 20 transitions the process to step S305 when the duration time the turn signal lever 200 is maintained at the intermediate position 202R is longer than the threshold time Th1 (YES at step S304), and otherwise (NO at step S304). The process moves to step S306.

In step S305, the ECU 20 detects a request to start a lane change operation. In this way, a request to start a lane change operation is detected based on the fact that the turn signal lever 200 has been operated to the intermediate position 202R and that the duration since the operation is longer than the threshold time Th1 (for example, 2 seconds). Ru. At this point, a start request is only detected and the lane change operation is not yet started.

In step S306, the ECU 20 determines whether the turn signal lever 200 has moved to the neutral position 201. If the turn signal lever 200 has moved to the neutral position 201 (YES in step S306), the ECU 20 shifts the process to step S307, and otherwise shifts the process to step S303 (NO in step S306).

In step S307, the ECU 20 determines whether a request to start a lane change operation was detected in step S305. If a request to start a lane change operation is detected in step S305 (YES in step S307), the ECU 20 shifts the process to step S308, and otherwise shifts the process to step S303 (NO in step S307). .

In step S308, the ECU 20 starts a lane change operation. In this way, based on the detection of a request to start a lane change operation and the movement of the turn signal lever 200 from the intermediate position 202R to the neutral position 201 (by the driver letting go of the turn signal lever 200), the lane change operation is changed. A change operation is initiated. As a result, the lane change operation is started on the condition that the turn signal lever 200 returns to the neutral position 201, so that the driver can easily grasp the timing to start the lane change operation. Furthermore, since the lane change operation is started without the driver operating the turn signal lever 200, it becomes easier for the driver to monitor the surroundings and intervene if necessary.

On the other hand, if the duration of time during which the turn signal lever 200 is maintained at the intermediate position 202R is shorter than the threshold time Th1, the lane change operation is not started. There is a possibility that the operation of the blinker lever 200 for such a short period of time is simply an erroneous operation. Therefore, the ECU 20 can accurately grasp the driver's intention by comparing the duration during which the turn signal lever 200 is maintained at the intermediate position 202R with the threshold time Th1.

In step S309, the ECU 20 determines whether the lane change operation is completed. The ECU 20 ends the process when the lane change operation is completed (YES in step S309), and otherwise transitions the process to step S310 (NO in step S309). For example, the ECU 20 may determine that the lane change operation has been completed when the vehicle 1 has moved to the vicinity of the center of the adjacent lane (the lane to which the vehicle is changing), or may determine that the lane change operation has been completed when the vehicle 1 has moved to the vicinity of the center of the adjacent lane (the lane to which the vehicle is changing). It may be determined that the lane change operation is completed when the vehicle 1 crosses the marking line by a predetermined ratio or more. The ECU 27 turns off the blinker in response to completion of the lane change operation.

In step S310, the ECU 20 determines whether the turn signal lever 200 has been operated to the opposite intermediate position 202L. The ECU 20 transitions the process to step S311 when the turn signal lever 200 is operated to the opposite intermediate position 202L (YES in step S310), and otherwise transitions the process to step S309 (NO in step S310). do. In this manner, the ECU 20 waits for the turn signal lever 200 to be operated to the opposite intermediate position 202L or for the lane change operation to be completed.

In step S311, the ECU 20 determines whether the duration during which the turn signal lever 200 is maintained at the intermediate position 202L (by the driver) is longer than the threshold time Th2. The ECU 20 transitions the process to step S316 when the duration time during which the turn signal lever 200 is maintained at the intermediate position 202L is longer than the threshold time Th2 (YES at step S311), and otherwise (NO at step S311). The process moves to step S312. The duration during which the blinker lever 200 is maintained at the intermediate position 202L is the duration from when it was most recently switched to the intermediate position 202L until the determination time. The threshold time Th2 is set shorter than the threshold time Th1, and is, for example, 1.5 seconds. By making it a condition for detecting a stop request that the driver remains in the intermediate position on the opposite side for a threshold time Th2 or more, the turn signal lever 200 is moved to the opposite side due to an overstroke when the driver returns the turn signal lever 200 to the neutral position 201. It is possible to suppress over-detection caused by moving up to

In step S312, the ECU 20 determines whether the turn signal lever 200 has moved to the neutral position 201. If the turn signal lever 200 has moved to the neutral position 201 (YES in step S312), the ECU 20 shifts the process to step S309, and otherwise shifts the process to step S313 (NO in step S312). In this way, the ECU 20 determines whether the turn signal lever 200 moves to the intermediate position 202L again when the turn signal lever 200 is returned to the neutral position 201 without elapse of the threshold time Th2 after being operated to the intermediate position 202L. Wait for the lane change operation to be completed.

In step S313, the ECU 20 determines whether the turn signal lever 200 has been operated to the terminal position 203L. If the turn signal lever 200 is operated to the end position 203L (YES in step S313), the ECU 20 shifts the process to step S314, and otherwise shifts the process to step S311 (NO in step S313).

In step S314, the ECU 20 determines whether the duration during which the turn signal lever 200 is maintained at the end position 203L (by the lock mechanism) is longer than the threshold time Th3 (for example, 0.1 seconds). The ECU 20 transitions the process to step S316 when the duration time during which the turn signal lever 200 is maintained at the end position 203L is longer than the threshold time Th3 (YES at step S314), and otherwise (NO at step S314). The process moves to step S315. The duration of time during which the blinker lever 200 is maintained at the terminal position 203L is the duration from when it was most recently switched to the terminal position 203L until the time of determination. The threshold time Th3 may be shorter than the threshold time Th2.

In step S315, the ECU 20 determines whether the turn signal lever 200 has been operated to the intermediate position 202L. If the turn signal lever 200 is operated to the intermediate position 202L (YES in step S315), the ECU 20 shifts the process to step S311, and otherwise shifts the process to step S314 (NO in step S315).

In step S316, the ECU 20 detects that the driver has made a request to cancel the lane change operation while the lane change operation is being performed. In this way, the stop request is detected based on the fact that the turn signal lever 200 was operated to the intermediate position 202L while performing the lane change operation and that the duration of the turn signal lever 200 being maintained at the intermediate position 202L is longer than the threshold time Th2. Ru. Since the operation for requesting the start of the lane change operation and the operation for requesting the cancellation are symmetrical, the driver can intuitively request the cancellation of the lane change operation. Furthermore, since a cancellation request can be made at the intermediate position 202L, the driver's intention to cancel can be detected more quickly.

Furthermore, the ECU 20 detects a stop request based on the fact that the turn signal lever 200 was operated to the terminal position 203L while executing the lane change operation and that the duration of maintaining the terminal position 203L is longer than the threshold time Th3. be done. This configuration makes it possible to detect a stop request using the same logic as for detecting a start request, creating consistency in start and stop operations. In addition, since the threshold time Th3 is shorter than the threshold time Th2, the driver can make a cancellation request in a shorter time. The threshold time Th3 may be zero. In this case, the cancellation request is immediately detected in response to the turn signal lever 200 being operated to the terminal position 203L.

In step S317, the ECU 20 determines whether the lane change operation can be canceled. If the lane change operation can be canceled (YES in step S317), the ECU 20 shifts the process to step S308, and otherwise shifts the process to step S309 (NO in step S317). For example, the ECU 20 may determine whether the lane change operation can be canceled based on the progress of the lane change operation. Specifically, when the vehicle 1 remains within the driving lane, the ECU 20 may determine that the lane change operation can be canceled. On the other hand, when the vehicle 1 straddles the white line between the driving lane and the adjacent lane, the ECU 20 may determine that the lane change operation cannot be canceled. As described above, when the progress of the lane change operation is progressing, it is expected that the vehicle following vehicle 1 will drive on the assumption that vehicle 1 will change lanes. Therefore, it is safer to complete the lane change operation than to return to the original driving lane.

In step S318, the ECU 20 cancels the lane change operation, maintains driving in the original driving lane, and ends the process. The ECU 27 may turn off the blinker when the lane change operation is stopped. In step S319, the ECU 20 completes the lane change operation and ends the process. The ECU 27 may turn off the turn signal when the lane change operation is completed.

In the above-described control method, while the turn signal lever 200 is at the intermediate position 202R, it is determined in step S304 whether the duration of time the turn signal lever 200 is maintained at the intermediate position 202R is longer than the threshold time Th1. Alternatively, after the turn signal lever 200 moves from the intermediate position 202R to the neutral position 201, it may be determined whether the duration of the turn signal lever 200 being maintained at the intermediate position 202R is longer than the threshold time Th1. For example, steps S304 and S305 are not performed between steps S303 and S306, but between steps S306 and S307.

In the above-described control method, the threshold time Th2 used for detecting a stop request before the threshold time Th4 has elapsed since the lane change operation was started in step S308 is the threshold time Th2 that is used for detecting a stop request before the threshold time Th4 has elapsed since the lane change operation was started in step S308. It may be longer than the threshold time Th2 used to detect a cancellation request after Th4 has elapsed. Specifically, the threshold time Th2 used to detect a stop request before the threshold time Th4 has elapsed after the lane change operation is started in step S308 may be, for example, 1 second. The threshold time Th2 used to detect the cancellation request after the threshold time Th4 has elapsed since the lane change operation was started in step S308 may be 0.5 seconds. The threshold time Th4 may be, for example, 0.5 seconds. Thereby, it is possible to suppress over-detection caused by the turn signal lever 200 overshooting and moving to the opposite side.

In the above control method, in addition to or in place of step S317, the ECU 20 may tighten the conditions for detecting a stop request as the progress of the lane change operation progresses. For example, as the progress of the lane change operation progresses, the ECU 20 may lengthen the threshold time Th2, increase the amount of movement from the neutral position 201 to reach the intermediate position 202L, or increase the amount of movement from the neutral position 201 to reach the intermediate position 202L. The scanning speed of the turn signal lever 200 may be increased, or the load required to operate the turn signal lever 200 may be increased, and any combination thereof may be used. In this way, as the progress of the lane change operation progresses, the driver's sense of discomfort can be reduced by making it more difficult to request cancellation.

A plurality of scenarios for lane change operations will be described with reference to FIGS. 4 to 6. In FIGS. 4 to 6, "vehicle position" indicates the traveling position of the vehicle 1. Vehicle 1 is traveling in lane 401. A lane 402 is adjacent to the right side of the lane 401. A white line 403 is drawn between lane 401 and lane 402. "Vehicle operation" indicates the operation performed by the vehicle. “Lever position” indicates the position of the turn signal lever 200.

In FIG. 4, a scenario will be described in which the driver requests to start a lane change operation but does not request to stop the lane change operation. At time t0, the control method of FIG. 3 is started. At time t1, the driver operates the turn signal lever 200 to the intermediate position 202R (YES in step S302). At time t2, the driver releases the turn signal lever 200, and the turn signal lever 200 moves to the neutral position 201 (YES in step S306). Assume that the time from time t1 to time t2 is longer than threshold time Th1 (YES in step S304). Therefore, the ECU 20 starts a lane change operation (step S308). At time t3, the ECU 20 completes the lane change operation (YES in step S309). This completes the control method of FIG.

In FIG. 5, a scenario will be described in which the driver requests the start of a lane change operation, then requests cancellation, and the cancellation request is accepted. Since the scenario up to time t2 is the same as the scenario in FIG. 4, the explanation will be omitted. At time t3, the driver operates turn signal lever 200 to intermediate position 202L (YES in step S310). At time t4, the duration for which the blinker lever 200 is maintained at the intermediate position 202L exceeds the threshold time Th2 (YES in step S311). At this point, vehicle 1 has not crossed the white line 403 and remains in lane 401. Therefore, the ECU 20 determines that the lane change operation can be canceled (YES in step S317), and cancels the lane change operation (step S318). At time t5, vehicle 1 returns to the center of lane 401.

In FIG. 6, a scenario will be described in which the driver makes a request to start a lane change operation, then requests to cancel, and the request to cancel is not accepted. Since the scenario up to time t4 is similar to the scenario in FIG. 5, the explanation will be omitted. At time t4, vehicle 1 crosses white line 403. Therefore, the ECU 20 determines that the lane change operation cannot be canceled (NO in step S317), and continues the lane change operation (step S319). At time t5, vehicle 1 completes the lane change operation.

<Summary of embodiments>
<Configuration 1>
A control device (20) for a vehicle (1),
Detection means for detecting a request to start and a request to stop a lane change operation based on the driver's operation of the turn signal lever (200);
Travel control means for controlling the lane change operation based on the start request and the stop request,
The position where the turn signal lever can be moved is as follows:
a neutral position (201);
first positions (202R, 202L) located in two different directions with respect to the neutral position and returning to the neutral position when there is no operating force on the turn signal lever by the driver;
located in each of the two directions with respect to the neutral position, the amount of movement from the neutral position is greater than the first position, and the position can be maintained when there is no operating force on the turn signal lever by the driver. a second position (203R, 203L),
The detection means includes:
detecting the start request based on the turn signal lever being operated to the first position in one of the two directions;
The control device is characterized in that the stop request is detected based on the turn signal lever being operated to the first position in the other of the two directions during execution of the lane change operation.
With this configuration, the operation for requesting the start of the lane change operation and the operation for requesting the cancellation are symmetrical, so that the request to cancel the lane change operation can be made intuitively. Furthermore, since a cancellation request can be made at an intermediate position, the driver's intention to cancel can be detected more quickly.
<Configuration 2>
The detection means detects the start request based on the fact that the duration of time during which the turn signal lever is maintained at the one first position is longer than a first threshold time (Th1);
The travel control means starts the lane change operation based on the detection of the start request and the movement of the turn signal lever from the one of the first positions to the neutral position. 1. The control device according to 1.
With this configuration, since the lane change operation is started on the condition that the turn signal lever returns to the neutral position, the driver can easily grasp the timing to start the lane change operation. Furthermore, since the lane change operation is started without the driver operating the turn signal lever, it becomes easier for the driver to monitor the surrounding area and intervene if necessary.
<Configuration 3>
The detection means is configured to issue the stop request based on the fact that the duration of time during which the turn signal lever is maintained at the other first position is longer than a second threshold time (Th2) during execution of the lane change operation. detect,
The second threshold time used for detecting the stop request before a third threshold time (Th4) has elapsed since the lane change operation is started is the third threshold time after the lane change operation has started. 3. The control device according to configuration 1 or 2, wherein the second threshold time is longer than the second threshold time used for detecting the cancellation request after .
According to this configuration, it is possible to suppress over-detection caused by the turn signal lever overshooting and moving to the opposite side.
<Configuration 4>
4. The control device according to any one of configurations 1 to 3, wherein the detection means tightens the conditions for detecting the stop request as the progress of the lane change operation progresses.
According to this configuration, as the progress of the lane change operation progresses, it becomes difficult to request cancellation, thereby reducing the driver's discomfort.
<Configuration 5>
Any one of configurations 1 to 4, wherein the travel control means determines whether to cancel the lane change operation based on the progress status of the lane change operation when the cancellation request is detected. 2. The control device according to item 1.
With this configuration, safety is increased by completing the lane change operation when the progress of the lane change operation is progressing.
<Configuration 6>
The detection means detects the stop request based on the fact that the duration of time during which the turn signal lever is maintained at the other first position is longer than a second threshold time while executing the lane change operation;
The detection means issues the stop request based on the fact that the duration of time during which the turn signal lever is maintained at the other second position is longer than a fourth threshold time (Th3) during execution of the lane change operation. further detect,
6. The control device according to any one of configurations 1 to 5, wherein the fourth threshold time is shorter than the second threshold time.
This configuration makes it possible to detect a stop request using the same logic as for detecting a start request, creating consistency in start and stop operations.
<Configuration 7>
A vehicle comprising the control device according to any one of Configurations 1 to 6.
According to this configuration, the invention is provided in the form of a vehicle.
<Configuration 8>
A method for controlling a vehicle (1), comprising:
a detection step (S305) of detecting a request to start and a request to stop a lane change operation based on the operation of the turn signal lever (200) by the driver;
A travel control step (S308, S318, S319) for controlling the lane change operation based on the start request and the stop request,
The position where the turn signal lever can be moved is as follows:
a neutral position (201);
first positions (202R, 202L) located in two different directions with respect to the neutral position and returning to the neutral position when there is no operating force on the turn signal lever by the driver;
located in each of the two directions with respect to the neutral position, the amount of movement from the neutral position is greater than the first position, and the position can be maintained when there is no operating force on the turn signal lever by the driver. a second position (203R, 203L),
The detection step includes:
Detecting the start request based on the turn signal lever being operated to the first position in one of the two directions (S302);
detecting the stop request based on the turn signal lever being operated to the first position in the other of the two directions while performing the lane change operation (S310);
A control method characterized by comprising:
With this configuration, the operation for requesting the start of the lane change operation and the operation for requesting the cancellation are symmetrical, so that the request to cancel the lane change operation can be made intuitively. Furthermore, since a cancellation request can be made at an intermediate position, the driver's intention to cancel can be detected more quickly.
<Configuration 9>
A program for causing a computer to function as each means of the control device according to any one of Configurations 1 to 6.
According to this configuration, the invention is provided in the form of a program.

1 Vehicle, 2 Control device, 20 to 29 ECU, 200 Turn signal lever, 201 Neutral position, 202R/202L Intermediate position, 203R/203L End position

Claims (11)

A vehicle control device,
Detection means for detecting a request to cancel a lane change operation based on a driver's operation of an operator;
Travel control means for controlling the lane change operation based on the stop request,
The movable position of the operator is
a neutral position;
a first position located in each of a first direction and a second direction that are different from each other with respect to the neutral position;
a second position located in each of the first direction and the second direction with respect to the neutral position, the amount of movement from the neutral position being larger than the first position,
The detection means, while performing the lane change operation to one of the left and right directions corresponding to the first direction ,
detecting the stop request when the duration time that the operator is maintained at the second position in the second direction is longer than a first threshold time;
The operation element is maintained at the second position in the second direction for a shorter time than the first threshold time, and then moves to the first position in the second direction , and then returns to the first position in the second direction . The stop request is detected when the maintained duration is longer than a second threshold time , and the second threshold time indicates that the driver has maintained the operator at the first position in the second direction. is the threshold time for detecting
A control device characterized by: The control device according to claim 1, wherein the first threshold time is shorter than the second threshold time. The second threshold time used for detecting the stop request before a third threshold time has elapsed since the lane change operation was started is such that the third threshold time has elapsed since the lane change operation was started. The third threshold time is longer than the second threshold time used to later detect the stop request, and the third threshold time is a threshold time for suppressing over-detection due to overshoot of the operator. The control device according to claim 1 or 2. 3. The control device according to claim 1 , wherein the detection means tightens the conditions for detecting the stop request as the progress of the lane change operation progresses. 2. The travel control means continues the lane change operation when the stop request is detected and the progress of the lane change operation is more advanced than a predetermined situation. 4. The control device according to any one of 4. The control device according to any one of claims 1 to 5, wherein the second position is a position that can be maintained when there is no operating force on the operator by the driver. The control device according to any one of claims 1 to 5, wherein the first position is a position in which the driver returns to the neutral position when there is no operating force on the operator. 8. The control device according to claim 1, wherein the operator is a turn signal lever. A vehicle comprising the control device according to any one of claims 1 to 8. A method for controlling a vehicle, the method comprising:
a detection step of detecting a request to cancel a lane change operation based on a driver's operation of an operator;
a travel control step of controlling the lane change operation based on the stop request,
The movable position of the operator is
a neutral position;
a first position located in each of a first direction and a second direction that are different from each other with respect to the neutral position;
a second position located in each of the first direction and the second direction with respect to the neutral position, the amount of movement from the neutral position being larger than the first position,
In the detection step, while performing the lane change operation to one of the left and right directions corresponding to the first direction ,
detecting the stop request when the duration of time during which the operator is maintained at the second position in the second direction is longer than a first threshold time;
The operation element is maintained at the second position in the second direction for a shorter time than the first threshold time, and then moves to the first position in the second direction , and then returns to the first position in the second direction . The stop request is detected when the maintained duration is longer than a second threshold time, and the second threshold time is such that the driver moves the operator to the first position in the second direction. A control method comprising: a threshold time for detecting that the period of time has been maintained . to the vehicle's computer,
a detection step of detecting a request to cancel a lane change operation based on a driver's operation of an operator;
A program for executing a travel control step of controlling the lane change operation based on the stop request,
The movable position of the operator is
a neutral position;
a first position located in each of a first direction and a second direction that are different from each other with respect to the neutral position;
a second position located in each of the first direction and the second direction with respect to the neutral position, the amount of movement from the neutral position being larger than the first position,
In the detection step, while performing the lane change operation to one of the left and right directions corresponding to the first direction,
detecting the stop request when the duration of time during which the operator is maintained at the second position in the second direction is longer than a first threshold time;
The operation element is maintained at the second position in the second direction for a shorter time than the first threshold time, and then moves to the first position in the second direction, and then returns to the first position in the second direction. The stop request is detected when the maintained duration is longer than a second threshold time, and the second threshold time is such that the driver moves the operator to the first position in the second direction. is the threshold time for detecting that the
A program characterized by including .