JP2012214124A - Vehicle and vehicular control program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle that can automatically travel by selecting a planned traveling track while accurately understanding a direction in which an occupant wants to make the vehicle advance, and a vehicular control program.SOLUTION: A steering angle of a steering wheel 13 is calculated by obtaining a turning angular velocity Δδ of the steering wheel 13 by third vehicle position prediction processing (S107); steering angles imparted to front wheels 2FL and 2FR are calculated from the steering angle of the steering wheel 13; and a yaw rate of the vehicle 1 is estimated on the basis of a vehicle speed and the steering angles imparted to the front wheels 2FL and 2FR; and a vehicle position after a lapse of predetermined time is predicted from the estimated yaw rate. Thus, since the vehicle identifies even the vehicle position after the lapse of a predetermined time and grasps the direction in which the occupant wants to advance, the vehicle can automatically travel by selecting the planned traveling track while accurately understanding the direction in which the occupant wants the vehicle to advance, by selecting the traveling track on the basis of the predicted vehicle position.

Description

  The present invention relates to a vehicle and a vehicle control program, and more particularly, to a vehicle and a vehicle control program that can automatically travel by selecting a planned travel path while accurately drawing a direction a passenger wants to go.

  2. Description of the Related Art Conventionally, a technique for automatically driving a host vehicle under the control of a computer mounted on the vehicle is known (for example, Patent Document 1). In conventional automatic driving of a vehicle, when position information on a destination or waypoint is input by a passenger, a computer sets a travel route to the destination based on the input position information. Thereafter, the computer controls the travel of the vehicle so that the vehicle travels along the set travel route.

JP-A-11-282530

  In the conventional technology described above, once the passenger sets the destination and waypoint, the computer automatically sets the travel route and travels automatically, so the vehicle determines and decides where and how to run. To do. As a result, if the passenger suddenly changes his / her destination, wants to take a detour, or changes the direction of travel due to traffic jams, etc., he / she needs to stop the vehicle and set the destination and waypoints again. Sex occurs. As described above, when the vehicle is automatically driven, the vehicle cannot be driven according to the feelings of the passengers, so that the desire to move freely as the person originally has cannot be satisfied. was there.

  Accordingly, the applicant prepares a plurality of candidates for a planned traveling track when the vehicle is automatically traveling along the planned traveling track indicating the track on which the vehicle should travel, and is operated by a vehicle occupant. The direction in which the occupant wants to go is determined from the steering direction of the vehicle, and the planned traveling track in the desired direction is selected and set from a plurality of prepared traveling track candidates (unknown). As a result, the planned traveling track is set based on the intention of the passenger, and the vehicle can be advanced in the direction in which the passenger wants to travel along the planned traveling track.

  Here, the steering direction of the steering wheel is not always the direction that the passenger wants to travel. FIG. 11 is a diagram showing the relationship between the steering direction of the steering wheel and the traveling direction of the vehicle with respect to the inclination of the road surface. FIG. 11A shows that the steering wheel is not steered while traveling on a flat road surface. (B) shows the traveling direction of the vehicle when the steering wheel is not steered while traveling on an inclined road surface where the left side of the traveling direction is high and the right side is low. c) shows the traveling direction of the vehicle when the steering wheel is steered to the left while traveling on a sloping road surface in the same manner as (b).

  As shown in FIG. 11A, while traveling on a flat road surface, the vehicle travels straight without steering the steering wheel. Although not shown, the vehicle travels in the steering direction of the steering wheel while traveling on a flat road surface. However, as shown in FIG. 11 (b), if the steering wheel is not steered while traveling on a sloping road surface where the left side of the vehicle is high and the right side is low, the vehicle turns to the right. In order to move the vehicle straight, it is necessary to steer the steering wheel to the left as shown in FIG.

  As described above, the steering direction of the steering wheel and the traveling direction of the vehicle do not always coincide with the inclination of the road surface. Thus, when the passenger wants to advance the vehicle in the direction in which he / she wants to travel, the steering direction of the steering wheel is changed by the inclination of the road surface during traveling. Therefore, as described above, referring to the steering direction of the steering wheel does not necessarily indicate the direction in which the passenger wants to travel. Therefore, even if the planned travel path is selected based on the steering direction of the steering wheel, there is a possibility that the vehicle may travel in a direction different from the direction intended by the passenger.

  The present invention has been made to solve the above-described problems, and provides a vehicle and a vehicle control program that can automatically travel by selecting a planned travel path while accurately drawing a direction in which a passenger wants to travel. It is intended to provide.

Means for Solving the Problems and Effects of the Invention

  In order to achieve this object, according to the vehicle of the first aspect, the travel control means controls the travel of the vehicle based on the information stored in the storage means so that the vehicle travels along the planned travel path. To do. A plurality of candidates for the planned travel trajectory set here are acquired by the acquisition means. The vehicle is provided with operation means for instructing the steering direction of the vehicle by a rotation operation by a passenger of the vehicle. The angular speed of the rotational operation performed on the operating means is detected by the detecting means, the steering angle to be applied to the vehicle is calculated from the angular speed detected by the detecting means, and the calculated rotational operating angle and the vehicle speed are calculated. Based on the above, the yaw rate of the vehicle is estimated by the yaw rate estimating means. Based on the estimated yaw rate and vehicle speed, a vehicle position after a predetermined time is estimated by the vehicle position estimating means, and based on the estimated vehicle position, a plurality of scheduled traveling tracks acquired by the track acquiring means are estimated. One of the candidates is selected from the candidates by the selecting means, and the information relating to the selected scheduled traveling path is stored in the storage means. In this way, the steering angle to be applied to the vehicle is calculated from the angular speed of the rotation operation of the operating means, the yaw rate of the vehicle is estimated, the vehicle position after a predetermined time is estimated from the yaw rate, and the rider wants to proceed The direction is identified and grasped up to the vehicle position after a predetermined time. Therefore, by selecting the planned travel path based on the estimated vehicle position, there is an effect that it is possible to perform the automatic travel by selecting the planned travel path while accurately drawing the direction that the passenger wants to travel.

  Note that the vehicle control program according to claim 5 also has the same effects as the vehicle according to claim 1 by causing the vehicle control program to be executed by a computer provided in the vehicle.

  Here, the “trajectory acquisition means” according to claim 1 and the “trajectory acquisition step” according to claim 5 are generated by an apparatus (server, portable terminal, etc.) provided outside the vehicle. In addition to obtaining a plurality of planned traveling track candidates, a plurality of planned traveling track candidates generated in the host vehicle may be acquired. Moreover, you may acquire the candidate of a some driving | running | working track | orbit from the exterior of a vehicle and the inside of the own vehicle.

  According to the vehicle of the second aspect, when the vehicle speed of the vehicle is 0, the vehicle position estimating means steers the vehicle in the steering direction instructed by the steering means and advances the vehicle by a predetermined length. The vehicle position is assumed to be assumed. When the vehicle speed is 0, the estimated yaw rate is also 0. Therefore, even if the vehicle position after a predetermined time is estimated based on the yaw rate, only the current vehicle position is estimated. Therefore, in this case, the vehicle position is estimated on the assumption that the vehicle is steered in the steering direction instructed by the steering means and the vehicle is advanced by a predetermined length. In addition, even if the vehicle speed is 0, there is an effect that the planned travel path can be selected by drawing the direction in which the passenger wants to travel. Note that “when it is assumed that the vehicle has been advanced by a predetermined length” according to claim 2 is not limited to the case where it is assumed that the vehicle has been directly advanced by a predetermined length, but indirectly, the predetermined length. When it is assumed that the vehicle has been advanced, the concept includes, for example, “when it is assumed that the vehicle has been advanced at a predetermined speed for a predetermined time”.

  According to the vehicle according to claim 3, one of the candidates for the shortest distance at the vehicle position estimated by the vehicle position estimating means is selected from the plurality of candidates for the planned traveling trajectory acquired by the trajectory acquiring means. The trajectory is selected by the selection means. As a result, the travel planned trajectory closest to the position estimated as the vehicle position after a predetermined time based on the estimated yaw rate is selected, and the information related to the selected travel planned trajectory is stored in the storage means. In addition to the effect produced by the vehicle according to claim 1 or 2, there is an effect that the planned traveling track in the direction in which the passenger wants to travel can be selected with certainty.

According to the vehicle of claim 4, each candidate of the planned travel track acquired by the track acquisition means includes the track information on which the vehicle should travel and information indicating the direction in which the vehicle should face at each point on the track. It is included. The vehicle position estimation means is configured to estimate the direction in which the vehicle should be directed at the vehicle position together with the vehicle position after a predetermined time. At least a part of the candidates, the candidate that is closest to the vehicle position estimated by the vehicle position estimation means in the candidate is the closest to the vehicle direction that is estimated by the vehicle position estimation means. One is selected by the selection means as the planned traveling track. As a result, not only the vehicle position estimated by the vehicle position estimation means but also the planned travel path is selected in consideration of the direction in which the vehicle should face, and information on the selected planned travel path is stored in the storage means. Therefore, in addition to the effect produced by the vehicle according to any one of claims 1 to 3, there is an effect that the certainty of selection of the scheduled traveling track in the direction in which the occupant wants to travel can be enhanced.

It is the schematic diagram which showed typically the vehicle in 1st Embodiment. It is the block diagram which showed the electric structure of the vehicle containing a travel control apparatus. It is a flowchart which shows a driving assistance process. It is a flowchart which shows an estimation trajectory generation process. It is the schematic diagram which showed typically the content of the process which a recommendation track | orbit generation process performs. (A) is a figure explaining the detection range of a dangerous potential, (b) is a figure explaining the production | generation method of a dangerous potential. (A) is a figure which shows the danger potential in case a vehicle drive | works the road on a straight line, (b) is a figure which shows the danger potential in case a vehicle drive | works the road which turned to the right angle at right angle. . It is a figure for demonstrating the method to calculate the vehicle position of the vehicle 1 after micro time (DELTA) t progress in a 1st vehicle position prediction process. It is a figure for demonstrating the method to predict a vehicle position in a 2nd vehicle position prediction process. It is a flowchart which shows the driving assistance process in 2nd Embodiment. It is the figure which showed the relationship between the steering direction of a steering wheel, and the advancing direction of a vehicle with respect to the inclination of a road surface.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing the vehicle 1 in the first embodiment of the present invention.

  First, the configuration of the vehicle 1 will be described with reference to FIG. The vehicle 1 is configured to be able to determine a travel route in accordance with a passenger's intention while performing automatic travel that automatically controls travel of the host vehicle. Here, the automatic travel refers to causing the vehicle 1 to travel along a predetermined travel path without the passenger operating the accelerator pedal, the brake pedal, or the steering of the vehicle 1. The traveling track indicates a track on which the vehicle 1 should travel.

  The vehicle 1 is configured to automatically travel by selecting a travel path while accurately drawing the direction that the passenger wants to go. Details will be described below.

  First, the vehicle 1 is provided with a travel control device 100. The travel control device 100 is a computer device that controls the travel of the vehicle 1. Automatic traveling of the vehicle 1 is performed by the traveling control device 100. The detailed configuration of the travel control device 100 will be described later with reference to FIG.

  In addition to the travel control device 100 and the steering wheel 13, the vehicle 1 includes a plurality of (four wheels in this embodiment) wheels 2FL, 2FR, 2RL, and 2RR, and some of the wheels 2FL to 2RR (this book In the embodiment, the wheel drive device 3 that rotationally drives the left and right front wheels 2FL, 2FR) and the steering drive that steers a part of the plurality of wheels 2FL-2RR (in this embodiment, the left and right front wheels 2FL, 2FR). Device 5, steering device 6, steering wheel 13, gyro sensor device 24, driving support switch 25, first to fourth cameras 26a to 26d, current position detecting device 27, and VICS (registered trademark) receiving device 28 mainly.

  The wheels 2FL and 2FR are left and right front wheels disposed on the front side of the vehicle 1 and are configured as driving wheels that are rotationally driven by the wheel driving device 3. On the other hand, the wheels 2RL and 2RR are left and right rear wheels disposed on the rear side of the vehicle 1, and are configured as driven wheels that are driven as the vehicle 1 travels.

  The wheel drive device 3 applies rotational driving force to the left and right front wheels 2FL, 2FR, and is connected to the left and right front wheels 2FL, 2FR via a differential gear (not shown) and a pair of drive shafts 31. . The wheel driving device 3 applies a rotational driving force to the left and right front wheels 2FL and 2FR via the drive shaft 31 according to the amount of depression of an accelerator pedal (not shown) provided in the vehicle 1. As a result, the vehicle 1 travels at a speed corresponding to the depression amount of the accelerator pedal.

  Note that the wheel drive device 3 receives the right and left front wheels 2FL, via the drive shaft 31 based on a control signal for notifying the target vehicle speed from the travel control device 100 so that the vehicle speed is notified. You may comprise so that rotational drive force may be provided to 2FR. In this case, the wheel drive device 3 is connected to an input / output port 95 (see FIG. 2) of the travel control device 100, and is configured to receive a control signal from a CPU 91 (see FIG. 2) provided in the travel control device 100. That's fine.

  The steering drive device 5 is a device for steering the left and right front wheels 2FL, 2FR, and includes an electric motor 5a (see FIG. 2) that applies a rotational drive force to the steering device 6. The steering device 6 mainly includes a steering shaft 61, a hook joint 62, a steering gear 63, a tie rod 64, and a knuckle arm 65. In the steering device 6, the steering gear 63 is configured by a rack and pinion mechanism including a pinion (not shown) and a rack (not shown).

  When the steering drive device 5 drives the electric motor 5 a according to a control signal from the travel control device 100, the rotational driving force of the electric motor 5 a is applied to the steering shaft 61 of the steering device 6. The rotational driving force is transmitted to the hook joint 62 through the steering shaft 61, the angle is changed by the hook joint 62, and is transmitted to the pinion of the steering gear 63 as a rotational motion.

  Then, the rotational motion transmitted to the pinion is converted into the linear motion of the rack. When the rack moves linearly, the tie rods 64 connected to both ends of the rack move, and the front wheels 2FL, 2FRR are moved via the knuckle arm 65. Steered. Thus, in the vehicle 1, the front wheels 2FL and 2FR are steered at the steering angle instructed from the traveling control device 100.

  The steering wheel 13 receives an instruction of the steering direction of the vehicle 1 by being rotated by a passenger of the vehicle 1. When the steering wheel 13 is rotated by the passenger, the steering wheel 13 transmits the rotation angular velocity to the travel control device 100. Note that the steering wheel 13 may transmit the rotation angle rotated by the passenger to the travel control device 100. Then, the traveling control device 100 may calculate the rotational angular velocity by differentiating the rotational angle acquired from the steering wheel 13.

  The travel control device 100 integrates the rotational angular velocity transmitted from the steering wheel 13 and calculates the steering angle of the steering wheel 13. As will be described in detail later, the travel control device 100 newly sets a travel path when the vehicle 1 is traveling in a predetermined area (determination area), for example, before the road branches (before an intersection, etc.). Although it is selected and set, when the steering wheel 13 is operated by the occupant while traveling in the region, the steering angle of the steering wheel 13 calculated from the rotational angular velocity is acquired. Then, traveling control device 100 determines the steering angle of front wheels 2FL and 2FR from the steering angle, and transmits a control signal to steering drive device 5 so that front wheels 2FL and 2FR are steered at the steering angle.

  The gyro sensor device 24 is a device for detecting a roll angle and a pitch angle, a yaw angle, and a yaw rate with respect to the horizontal plane of the vehicle 1, and outputting the detection results to the travel control device 100. Sensor units (not shown) for detecting rotation angles (roll angle, pitch angle, yaw angle) of the vehicle 1 around a reference axis (vertical axis, horizontal axis, longitudinal axis of the vehicle 1) passing through It mainly includes an output circuit (not shown) that processes the detection result of the sensor unit and outputs the roll angle, pitch angle, yaw angle, and yaw rate to the CPU 91.

  When the vehicle 1 is traveling in the above-described determination area (for example, before the road is branched), when the steering wheel 13 is operated by the passenger, as described above, according to the steering angle of the steering wheel 13 A predetermined steering angle is given to the front wheels 2FL and 2FR by the steering drive device 5. Thereby, since the vehicle 1 starts turning, a yaw rate is generated.

  The travel control device 100 acquires the yaw rate at that time from the gyro sensor device 24, and predicts (estimates) the vehicle position of the vehicle 1 after a predetermined time from the acquired yaw rate and vehicle speed. Here, the traveling control device 100 generates a plurality of recommended trajectories that are candidates for the traveling trajectory in advance. The travel control device 100 extracts a recommended trajectory that is closest to the vehicle position of the vehicle 1 after the predicted predetermined time, and selects it as a new travel trajectory.

  As described above, in the vehicle 1, when the vehicle 1 is positioned in the determination area to be set by selecting a new traveling track, the vehicle 1 is steered based on the rotation operation of the steering wheel 13 by the passenger, A vehicle position after a predetermined time is predicted using a yaw rate actually generated in the vehicle 1 based on the steering of the vehicle 1. Thus, the direction in which the occupant wants to travel can be accurately grasped without being influenced by the inclination of the road surface on which the vehicle 1 is traveling. Then, since the traveling track is selected based on the predicted vehicle position, it is possible to perform automatic traveling by selecting the traveling track while accurately drawing the direction in which the passenger wants to travel.

  The driving support switch 25 is a switch that is pressed by the passenger when the vehicle 1 is desired to travel by automatic traveling. When the driving support switch 25 is pressed by the passenger and turned on, the travel control device 100 executes a driving support process (see FIG. 3) described later. As a result, in the vehicle 1, the traveling track is selected while accurately drawing the direction in which the passenger has traveled, and automatic traveling is performed. When the driving support switch 25 is pressed again by the passenger and turned off, the travel control device 100 ends the driving support process and the automatic traveling of the vehicle 1 ends.

  Each of the first to fourth cameras 26a to 26d is an imaging device for imaging the surroundings of the vehicle 1, and is constituted by a digital camera on which an imaging element such as a CCD image sensor or a CMOS image sensor is mounted. Yes. Each of the first to fourth cameras 26 a to 26 d converts the captured image into image data and outputs the image data to the travel control device 100.

  The first camera 26 a is disposed at the front center of the vehicle 1, the second camera 26 b is disposed on a side mirror (not shown) on the right side of the vehicle 1, and the third camera 26 c is disposed on the left side of the vehicle 1. The fourth camera 26 d is disposed at the rear center of the vehicle 1. In the present embodiment, the three first to fourth cameras 26 a to 26 d have at least 24 m in the front direction 30 m and the rear direction 15 m with respect to the vehicle 1 and at least 24 m in the left-right direction with respect to the vehicle 1. The range can be imaged.

  The travel control device 100 analyzes the image data acquired from the first to fourth cameras 26 a to 26 d and acquires the peripheral information of the vehicle 1. For example, a sidewalk, a lane, or a center line is determined, and a road (kiwa) on the road on which the vehicle 1 is traveling is determined as peripheral information of the vehicle 1.

  In addition, from the image data analysis results, it is possible to determine obstacles on the road, determine the position of pedestrians, bicycles, and other vehicles (oncoming vehicles and vehicles in front, back, left, and right) on the road or sidewalk. 1 peripheral information. Further, from the analysis result of the image data, it is determined whether or not the road is in a state where the road surface is slippery due to rain or snow.

  As will be described in detail later, the traveling control device 100 calculates a danger potential on the road or lane for each road or lane that can be traveled based on the determination results when performing automatic traveling. The danger potential is an index representing the degree of danger at a certain point on the road or lane when the vehicle 1 travels.

  The travel control device 100 generates a recommended trajectory that is a candidate travel trajectory for each road or lane so that the vehicle 1 automatically travels at a point having the lowest risk potential based on the calculated risk potential. Then, the travel control device 100 selects a travel path from among the recommended paths generated for a plurality of roads or lanes, and travels the vehicle 1 to automatically travel the vehicle 1 along the travel path. Control.

  Moreover, the traveling control apparatus 100 analyzes the image data acquired from the first to fourth cameras 26a to 26d, determines whether there is another road connected to the road on which the vehicle 1 is currently traveling, and Is also peripheral information. The travel control device 100 receives the determination result of the presence / absence of the road, the map information database (hereinafter referred to as “map information DB”) 92b (see FIG. 2) stored in the travel control device 100, and the VICS reception device 28. Based on the traffic regulation information and the like, the road that can be traveled is determined. Then, the travel control device 100 generates a recommended trajectory for each of the roads that can travel, and selects one travel trajectory from the generated recommended trajectories.

  The current position detection device 27 is for detecting the current position of the vehicle 1 (absolute coordinate values composed of latitude and longitude). This current position detecting device 27 is a GPS (Global Positioning System) receiving device that measures the position of a vehicle using an artificial satellite, one of a geomagnetic sensor, a gyro sensor, a vehicle speed sensor that detects the direction of the vehicle by detecting geomagnetism, or Multiple are used. Furthermore, the current position may be identified by map matching between the map information DB 92b and the traveling track, or matching between the map information DB 92b and structures, signs, and the like captured by the first to fourth cameras 26a to 26d.

  The current position of the vehicle 1 detected by the current position detection device 27 is transmitted to the travel control device 100. The travel control device 100 controls the automatic travel of the vehicle 1 based on the current position of the vehicle 1 received from the current position detection device 27 so that the vehicle 1 travels along the travel track. In addition, the travel control device 100 acquires road data related to other roads connected to the road on which the vehicle 1 is traveling from the map information data DB 92b based on the current position of the vehicle 1 to obtain a recommended trajectory. Generate.

  The VICS receiving device 28 is a device that receives road traffic information from a VICS (Vehicle Information and Communication System) that provides road traffic information such as traffic jams and traffic regulations. The VICS receiving device 28 transmits the received road traffic information to the travel control device 100. The travel control device 100 determines whether or not other roads connected to the road on which the vehicle 1 is traveling can travel based on the traffic regulation information included in the road traffic information. On the other hand, a recommended trajectory is generated.

  Next, a detailed configuration of the travel control device 100 will be described with reference to FIG. FIG. 2 is a block diagram showing an electrical configuration of the vehicle 1 including the travel control device 100.

  The travel control device 100 includes a CPU 91, a flash memory 92, and a RAM 93, which are connected to an input / output port 95 via a bus line 94. The input / output port 95 includes the steering drive device 5, the steering wheel 13, the gyro sensor device 24, the driving support switch 25, the first to fourth cameras 26a to 26d, the current position detection device 27, the VICS reception device, and Other input / output devices 99 are connected.

  The CPU 91 is transmitted from the steering wheel 13, the gyro sensor device 24, the driving support switch 25, the first to fourth cameras 26a to 26d, the current position detecting device 27, the VICS receiving device 28, and the like connected to the input / output port 95. This is an arithmetic device that controls the steering drive device 5 and the like based on various information.

  The flash memory 92 is a rewritable nonvolatile memory for storing a control program executed by the CPU 91, fixed value data, and the like. The flash memory 92 is provided with a program memory 92a and a map information DB 92b.

  The program memory 92a is an area on the flash memory 92 in which various programs executed by the CPU 91 are stored. Each program for causing the CPU 91 to execute a driving support process shown in the flowchart of FIG. 3 and a recommended trajectory generation process shown in the flowchart of FIG. 4 to be described later is stored in the program memory 92a.

  The CPU 91 executes various processes in accordance with each program stored in the program memory 92a, thereby selecting a travel path while accurately drawing the direction that the passenger wants to go, and causing the vehicle 1 to automatically travel.

  The map information DB 92b is a database in which information about maps and roads is stored. In this map information DB 92b, the locations of various facilities, the positions of various roads, and the like are indicated by absolute coordinate values including latitude and longitude.

  The travel control device 100 determines other roads connected to the road on which the vehicle 1 is traveling from the current position of the vehicle 1 detected by the current position detection device 27 and the information stored in the map information DB 92b. To do. The travel control device 100 takes into account the other roads determined from the map information DB 92b, the analysis results of the image data captured by the first to fourth cameras 26a to 26d, and the road traffic information received by the VICS receiver 28. Then, a road that can be traveled is determined. Then, a recommended trajectory is generated for the road on which the vehicle can travel.

  The map information DB 92b also includes various road information related to each road, for example, various restriction information such as entry prohibition to the road, vehicle closure, road width, number of lanes, distance between intersections (road length), And the accident history in the road, other attention information, etc. are matched with each road.

  The travel control apparatus 100 determines whether or not the road is a road that can travel based on the restriction information associated with each road in the map information DB 92b. In addition, the travel control device 100 calculates a risk potential for each road or lane based on the width of the road, the number of lanes associated with each road in the map information DB 92b, accident history, other caution information, and the like. Then, the travel control device 100 generates a recommended trajectory for each road or lane so that the vehicle 1 travels at a point where the calculated danger potential is the lowest.

  When the navigation device is separately provided in the vehicle 1, the traveling control device 100 uses the map information DB included in the navigation device instead of storing the map information DB 92 b in the flash memory 92. May be performed. In this case, the navigation device is connected to the input / output port 95 of the travel control device 100, and the travel control device 100 is configured to acquire various information stored in the map information DB from the navigation device via the input / output port 95. That's fine.

  The RAM 93 is a rewritable volatile memory, and is a memory for temporarily storing various data when the control program executed by the CPU 91 is executed. The RAM 93 is provided with a recommended track memory 93a and a running track memory 93b.

  The recommended track memory 93a stores the recommended track information generated by the traveling control device 100 (information indicating the position of each point on the recommended track and the direction in which the vehicle should face) for each recommended track. This is an area provided in the RAM 93. When there are a plurality of lanes on the road on which the vehicle 1 is traveling (the lane in which the vehicle 1 is traveling), another road connected to the road, and the road on which the vehicle 1 is traveling, When the vehicle 1 is assumed to travel on the adjacent lane and the opposite lane with the same traveling direction, the recommended track to be traveled by the vehicle 1 is generated for each road and lane. To do. Here, one or more recommended track information generated for each road and lane is stored in the recommended track memory 93a for each recommended track.

  The traveling track memory 93b stores traveling track information indicating the track on which the vehicle 1 is to travel (information indicating the position of each point located on the traveling track and the direction in which the vehicle should face). This is an area provided in the RAM 93. The travel control device 100 acquires travel trajectory information stored in the travel trajectory memory 93b and controls the travel of the vehicle 1 so that the vehicle 1 travels along the trajectory.

  In addition, when the vehicle 1 is located in a determination area to be set by selecting a new traveling track, the traveling control device 100 steers the vehicle 1 based on the rotation operation of the steering wheel 13 by the passenger, The vehicle position after a predetermined time is predicted using the yaw rate of the vehicle 1 actually generated based on the steering of the vehicle 1. Then, from one or more recommended tracks stored in the recommended track memory 93a, a recommended track closest to the predicted vehicle position is selected as a running track, and the running track information is used as the running track information. To store.

  However, when the vehicle speed of the vehicle 1 is 0, since the yaw rate of the vehicle 1 is also 0, even if the vehicle position after a predetermined time is predicted, only the current vehicle position is predicted. Therefore, in this case, the travel control device 100 steers the vehicle 1 according to the steering angle of the steering wheel 13 at that time, and moves the vehicle 1 for a predetermined length or a predetermined speed for a predetermined time. Predict the vehicle position assuming it has been advanced. Then, the traveling control device 100 selects a recommended track closest to the predicted vehicle position as a traveling track from one or more recommended tracks stored in the recommended track memory 93a, and travels the selected recommended track information. The track information is stored in the running track memory 93b. As a result, even if the vehicle speed is 0, the traveling track can be selected by drawing the direction the passenger wants to travel.

  Next, with reference to FIG. 3 to FIG. 9, a driving support process executed by the CPU 91 of the travel control device 100 mounted on the vehicle 1 will be described. FIG. 3 is a flowchart showing the driving support process. The driving support process is a process for automatically driving the vehicle 1 by selecting a travel path while accurately drawing the direction the passenger wants to go.

  The driving support process is started by the CPU 91 when the driving support switch 25 is pressed by the passenger and turned on. In the driving support process, first, the current position of the vehicle 1 detected by the current position detection device 27 is acquired (S1). Then, a recommended trajectory generation process is executed (S2), and one or more recommended trajectories are generated as candidate travel trajectories from the current position of the vehicle 1 acquired in S1.

  Here, the details of the recommended trajectory generation process (S2) executed by the CPU 91 will be described with reference to the flowcharts and schematic diagrams of FIGS. FIG. 4 is a flowchart showing the recommended trajectory generation process. FIG. 5 is a schematic diagram schematically showing the contents of the process executed by the recommended trajectory generation process.

  In addition, in the schematic diagram of FIG. 5, the case where the vehicle 1 is drive | working the road 7 is illustrated. The road 7 includes a left lane 71 on which the vehicle 1 is traveling, a right lane 72 installed on the right side of the left lane 71, and an opposite lane 73.

  In this recommended trajectory generation process, first, the map information DB 92b is searched for the nearest branch point in the traveling direction of the vehicle 1 (a connection point to a passage entering or exiting an intersection or a parking lot), and data relating to the branch point (branch point) Is acquired from the map information DB 92b (S21). In the example shown in FIG. 5A, data relating to the branch point 70 is acquired from the map information DB 92b as the closest branch point in the traveling direction of the vehicle 1.

  Next, data (location information of roads and passages) relating to roads connected to branch points and paths to parking lots (hereinafter referred to as “roads etc.”) are also acquired from the map information DB 92b (S22) and are currently in progress The data on the road is temporarily stored in the RAM 93. In the example shown in FIG. 5B, data related to the roads 74 and 75 connected to the branch point 70 is acquired from the map information DB 92 b and temporarily stored in the RAM 93.

  Subsequently, whether or not it is possible to enter each of the roads and the like for which data has been acquired in the process of S22, regulation information such as entry prohibition and vehicle closure included in the road information of the map information DB 92b, accident history, and other caution information Then, based on the traffic regulation information included in the road traffic information received by the VICS receiver 28, the road data is deleted from the RAM 93 for the road that cannot be passed (S23). In the example shown in FIG. 5C, since the road 75 is prohibited from entering, the data regarding the road 75 is deleted from the RAM 93.

  Next, the image data captured by the first to fourth cameras 26a to 26d is analyzed, and the surrounding information of the vehicle 1 is acquired (S24). Based on the acquired peripheral information, if there is a road from which data has been acquired in the process of S22 and cannot be entered due to a gate being installed, the road data is deleted from the RAM 93, and a new one is added. If there is a road that can be passed other than the road for which data has been acquired in the process of S22, such as a road is installed, data relating to that road is added to the RAM 93 and stored (S25).

  In the example shown in FIG. 5C, there is a road 76 that can be passed from the peripheral information obtained by analyzing the image data captured by the first to fourth cameras 26a to 26d. Is added to the RAM 93 and stored.

  Thereafter, the roads and lanes of the roads in which data is stored in the RAM 93, the lanes in the same direction as the traveling direction of the vehicle 1 (including lanes that are currently traveling, the same applies hereinafter), and the opposite lanes. A danger potential is generated with respect to (S26). A method for generating the danger potential will be described later with reference to FIG.

  Then, for each road in which data is stored in the RAM 93, a lane in the same direction as the traveling direction of the vehicle 1, and an opposite lane, a trajectory for the vehicle 1 to travel on the portion with the lowest danger potential is obtained. The recommended trajectory information is stored in the recommended trajectory memory 93a as the recommended trajectory of each road or lane (S27).

  In the example of FIG. 5D, the roads 74 and 76 in which data is stored in the RAM 93, the left lane 71 in which the vehicle 1 is currently traveling, the right lane 72 in the same traveling direction, the opposite lane 73, First, a dangerous potential is generated, and a trajectory for the vehicle 1 to travel in the portion with the lowest generated critical potential is obtained. The trajectory is a recommended trajectory 74a, 76a, 71a, 72a, 73a. Are stored in the recommended track memory 93a.

  Here, with reference to FIG. 6, a method for generating a dangerous potential on a road or lane will be described. FIG. 6A is a diagram for explaining the detection range of the dangerous potential, and FIG. 6B is a diagram for explaining a method for generating the dangerous potential.

  First, the generation range of the dangerous potential will be described with reference to FIG. The coordinate system used in the following description is a so-called vehicle coordinate system, where the rear wheel axis of the vehicle 1 (the straight line connecting 2RL and 2RR) is the x axis, and the front and rear axes in the center of the vehicle 1 are the y axis. An intersection with the origin O as the intersection of the x axis and the y axis is used. In this vehicle coordinate system, the x axis is the + direction on the right side of the traveling direction of the vehicle 1, and the y axis is the + direction on the traveling direction of the vehicle 1.

Here, the coordinates of the boundary line of the road or lane that is the target of the generation of the dangerous potential are (x ₁ , y ₁ ) to (x ₂ , y ₂ ) on the right side of the traveling direction of the vehicle 1, It is assumed that the boundary line on the left side in the traveling direction of the vehicle 1 is (x ₃ , y ₃ ) to (x ₄ , y ₄ ).

Here, the definition of the boundary line of the road or lane that is the target for generating the dangerous potential will be described. In order to express the travelable area and the untravelable area on the boundary line, the boundary lines (x ₁ , y ₁ ) to (x ₂ , y ₂ ) on the right side in the traveling direction of the vehicle 1 in FIG. Is expressed as (x ₁ , y ₁ , x ₂ , y ₂ ). In the coordinate system in which the origin is (x ₁ , y ₁ ) and the direction from this point to (x ₂ , y ₂ ) is the x axis, the region where the y coordinate is positive is the travelable region, This area is defined as a non-running area. Similarly, the boundary lines (x ₃ , y ₃ ) to (x ₄ , y ₄ ) on the left side in the traveling direction of the vehicle 1 in FIG. 6A are expressed as (x ₃ , y ₃ , x ₄ , y ₄ ), In a coordinate system in which (x ₃ , y ₃ ) is the origin and the direction from this point to (x ₄ , y ₄ ) is the x axis, the region where the y coordinate is positive is the travelable region, and the region where it is negative It is defined as a non-travelable area. Therefore, in FIG. 6A, the boundary line on the right side in the traveling direction of the vehicle 1 is (x ₁ , y ₁ ) to (x ₂ , y ₂ ), and the boundary line on the left side in the traveling direction is (x ₃ , y ₃ ) to It can be determined that (x ₄ , y ₄ ).

  The coordinates of the road or lane boundary are set based on road information stored in the map information DB 92b and peripheral information obtained by analyzing image data of the first to fourth cameras 26a to 26d. .

  The generation range of the dangerous potential is set as follows as shown in FIG. That is, when the vehicle speed of the vehicle 1 during automatic driving is V, the y-axis direction proceeds from the x-axis with reference to the distance L (= V × t) that the vehicle 1 travels during a predetermined time t. The range up to the distance L in the direction (+ direction) is the dangerous potential range, and the x-axis direction is the range of the dangerous potential in the range from the y axis to the distance L in both the left and right directions (± direction) of the vehicle 1. And By setting the generation range of the dangerous potential in this way, a dangerous potential is generated for a range in which the vehicle 1 will travel during a predetermined time t (for example, 5 seconds).

  In the generation of the dangerous potential, after setting the generation range of the dangerous potential as shown in FIG. 6A, the generation range and the intersection of the road or lane boundary where the dangerous potential is generated are next. Calculate the coordinates.

Here, the coordinates (x _c1 , y _c1 ) of the intersection 1 between the generation range of the dangerous potential and the road or lane boundary on the right side in the traveling direction of the vehicle 1 when the y coordinate at a certain distance from the vehicle 1 is “L”. The coordinates (x _c2 , y _c2 ) of the intersection 2 between the generation range of the dangerous potential and the road or lane boundary on the left side in the traveling direction of the vehicle 1 are calculated by the following equations (2) to (7).

y _c1 = L (2)
B _c1 = (y ₂ −y ₁ ) / (x ₂ −x ₁ ) (3)
_{x c1 = (L c1 + B} c1 × x 2 -y 2) / B c1 ··· (4)
y _c2 = L (5)
B _c2 = (y ₄ −y ₃ ) / (x ₄ −x ₃ ) (6)
x _c2 = (L _c2 + B _c2 × x ₄ −y ₄ ) / B _c2 (7)
However, the coordinates of the intersection 1 calculated here must satisfy both of the following expressions (8) and (9), and the coordinates of the intersection 2 both satisfy the following expressions (10) and (11). Need to be satisfied.

-L ≦ _xc1 ≦ L (8)
(Y ₁ -L) (y ₂ -L) ≦ 0 (9)
-L ≦ _xc2 ≦ L (10)
(Y ₃ -L) (y ₄ -L) ≦ 0 (11)
If none of these conditions is satisfied, both the intersection 1 and the intersection 2 are located outside the danger potential generation range. Therefore, in this case, the generation range of the dangerous potential is expanded, or the recommended trajectory is generated by another method without generating the dangerous potential.

  As another method for generating a recommended trajectory, there is a method of calculating a trajectory that can smoothly enter or proceed on a road or lane for which a recommended trajectory is to be generated, and using the trajectory as a recommended trajectory. In this case, in consideration of the clothoid curve, a trajectory that can proceed or enter smoothly can be calculated, or a trajectory that can proceed or enter smoothly so that the radius of curvature can be increased.

  As another method for generating the recommended track, a track that can travel or enter the road or lane to be generated at the shortest distance may be calculated, and the track may be used as the recommended track. Further, the recommended trajectory may be included in the road information of the map information DB 92b, and the recommended trajectory may be generated based on the road information.

  When the coordinates of the intersection points 1 and 2 are calculated using the equations (2) to (7), and the calculated coordinates of the intersection points 1 and 2 satisfy the equations (8) to (11), the intersection point 1 A danger potential is generated for each point on a straight line connecting the intersection 2 with each other, that is, on a straight line with the y-axis coordinate of “L”. The danger potential is generated by the method shown in FIG.

First, with reference to the intersection 1 (right side in the traveling direction of the vehicle 1), assuming that the portion outside the road or lane from the intersection 1 indicates the highest danger potential, the danger potential P ₁ on the left side of the intersection ₁ is expressed by the following formula ( 12).

P ₁ = K × e ^ (− l / w) (12)
Here, K is a potential coefficient, l is a length of ½ of the entire width of the vehicle 1, and w is a distance from the intersection 1.

The dangerous potential P ₁ calculated with the equation (12) with reference to the intersection point ₁ is as shown in the uppermost graph of FIG. 6B.

Next, on the basis of the intersection 2 (left side in the traveling direction of the vehicle 1), the danger potential P2 on the right side of the intersection ₂ is calculated assuming that the portion outside the road or lane from the intersection 2 indicates the highest danger potential. Here, P ₂ is also calculated by the same equation as the right side of the equation (12). This was calculated by the risk potential P ₂ on the basis of the intersection 2 is as the middle graph in FIG. 6 (b).

Then, by synthesizing the risk potential P ₂ relative to the risk potential P ₁ and the intersection 2 on the basis of these intersection points 1, y coordinates of a predetermined distance away from the vehicle 1 obtains the risk potentials P at "L". That is, the dangerous potential P is calculated by the following equation (13).

P = P ₁ + P ₂ (13)
The dangerous potential P calculated by the equation (13) is as shown in the bottom graph of FIG.

If either of the intersection points 1 and 2 is in the danger potential generation range, only the intersection points within the danger potential generation range are used, and each of the lines on the straight line whose y-axis coordinate is “L”. Generate a danger potential for a point. For example, if only the intersection 1 is in the generation range of risk potentials calculates the risk potential P ₁ shown in the top graph of FIG. 6 (b), this dangerous potential P. Further, when only the intersection 2 is in the generation range of risk potentials calculates the risk potential P ₂ shown in the middle graph in FIG. 6 (b), this dangerous potential P.

  As described above, in the generation of the dangerous potential, first, the dangerous potential P always at a certain distance (a point where the y coordinate is “L”) is always calculated as described above. Moreover, from the analysis result of the image data imaged by the first to fourth cameras 26a to 26d, obstacles on the road, pedestrians on the road or sidewalk, bicycles, other vehicles (oncoming vehicles, vehicles in front, back, left and right) ) Or the condition of the road, for example, if the road surface is slippery due to rain or snow, based on the location of obstacles, the road surface condition, etc. The calculated danger potential P is corrected.

  In the danger potential generated in this way, it can be recognized that the place with the lowest potential is the place with the lowest danger risk. For example, FIG. 7A shows the danger potential when the vehicle 1 travels on a straight road. In this case, it can be recognized that the middle of the road has the lowest danger potential and the danger risk is the lowest. . FIG. 7B shows the danger potential when the vehicle 1 travels on a road that is bent at a right angle to the right. In this case, the danger potential decreases as the distance from the road boundary ab increases. It can be recognized that the risk of danger is low.

  In the present embodiment, a recommended trajectory is generated so that the vehicle 1 automatically travels at a point having the lowest danger potential. As described above, the traveling track of the vehicle 1 is selected from one or more recommended tracks generated in this manner. Therefore, since the vehicle 1 is controlled so that the vehicle 1 automatically travels at the safest point, the passenger can cause the vehicle 1 to automatically travel with peace of mind.

  Returning to FIG. 3, the description of the driving support process will be continued. In the driving support process, after the recommended track generation process (S2), it is then determined whether or not the vehicle 1 is traveling in a determination area to be set by selecting a new travel path (S3). Examples of the determination area include an area in front of a branch point of a road such as an intersection or a connection point to a passage for entering and exiting a parking lot, an area where a course can be changed, and the like. This determination area is determined by comparing the current position of the vehicle 1 acquired in the process of S1 with the map and road information stored in the map information DB 92b.

  That is, in the process of S3, whether or not there is a connection point to an intersection or a passage to / from a parking lot within a predetermined distance (for example, 30 m) in front of the vehicle 1 from the current position of the vehicle 1. Is determined from the information stored in the map information DB. And when the connection point to the path | route which goes in and out of an intersection, a parking lot, etc. exists in the predetermined distance range ahead of the vehicle 1, it determines with the vehicle 1 drive | working the determination area.

  In the process of S3, whether the road on which the vehicle 1 is traveling has a plurality of lanes in the same traveling direction, and whether there is no intersection within a predetermined distance (for example, 30 m) from the current position of the vehicle 1 is determined. This is determined from the current position of the vehicle 1 and information stored in the map information DB. When the road on which the vehicle 1 is traveling has a plurality of lanes in the same traveling direction and there is no intersection within a predetermined distance (for example, 100 m) from the current position of the vehicle 1, the vehicle 1 travels in the determination area. Judge that you are doing.

  In the process of S3, when it is determined that the vehicle 1 is traveling in the determination area (S3: Yes), the steering angle of the steering wheel 13 calculated by integrating the rotational angular velocity transmitted from the steering wheel 13 is determined. The control signal is acquired (S4), and a control signal is transmitted to the steering drive device 5 so that the steering angle corresponding to the steering angle of the steering wheel 13 is given to the front wheels 2FL, 2FR (S5).

  Then, it is determined whether or not the vehicle speed of the vehicle 1 is greater than 0 (S6). If the vehicle speed is greater than 0 (S6: Yes), a first vehicle position prediction process is executed (S7). In the first vehicle position prediction process, the actual yaw rate generated based on the steering angle being given to the front wheels 2FL and 2FR by the process of S5 is acquired from the gyro sensor device 24, and the acquired yaw rate and the vehicle of the vehicle 1 are acquired. The vehicle position of the vehicle 1 after a predetermined time is predicted from the speed.

Here, a method for predicting the vehicle position of the vehicle 1 after the elapse of the predetermined time t ₁ in the first vehicle position prediction process will be described with reference to FIG. FIG. 8 is a diagram for explaining a method of calculating the vehicle position of the vehicle 1 after the minute time Δt has elapsed from the yaw rate and the vehicle speed.

The vehicle position of the vehicle 1 at a certain time is (x _vn−1 , y _vn−1 ), the vehicle direction at that time (the forward direction of the vehicle 1) is θ _vn−1, and the yaw rate of the vehicle 1 at that time is ω When the vehicle speed is v, the vehicle position (x _vn , y _vn ) and the vehicle direction θ _vn of the vehicle 1 after the lapse of the minute time Δt can be calculated by the following equations (14) to (16). Note that the xy coordinate system used here may be defined in an arbitrary direction.

x _vn = x _vn−1 + v · Δt cos (θ _vn−1 + ω · Δt / 2) (14)
y _vn = y _vn−1 + v · Δtsin (θ _vn−1 + ω · Δt / 2) (15)
θ _vn = θ _vn−1 + ω · Δt (16)
In the first vehicle position prediction process, the calculation of the equations (14) to (16) is repeatedly integrated from the current position of the vehicle 1 by t ₁ / Δt times, whereby the vehicle after a predetermined time t _{1 has} elapsed. 1 vehicle position is predicted.

  Returning to FIG. 3, the description of the driving support process will be continued. When it is determined by the process of S6 that the vehicle speed of the vehicle 1 is 0 (S6: No), the second vehicle position prediction process is executed. When the vehicle speed of the vehicle 1 is 0, the yaw rate of the vehicle 1 is also 0. Therefore, even if the vehicle position after a predetermined time is predicted, only the current vehicle position is predicted. Accordingly, in the second vehicle position prediction process, in this case, the vehicle 1 is steered according to the steering angle of the steering wheel 13 at that time, and the vehicle 1 is advanced by a predetermined length, or at a predetermined speed at a predetermined speed. The vehicle position when it is assumed that the vehicle 1 has been advanced by the time is predicted.

  Here, an example of a method for predicting the vehicle position in the second vehicle position prediction process will be described with reference to FIG. FIG. 9 is a diagram for explaining a method of predicting the vehicle position in the second vehicle position prediction process.

  Since the steering angle of the steering wheel 13 is calculated in advance by integrating the rotational angular velocity transmitted from the steering wheel 13, first, the steering angle of the steering wheel 13 should be given to the front wheels 2FL and 2FR. The steering angle δt is uniquely determined. Then, from the steering angle δt, the turning radius R when the steering angle δt is applied to the front wheels 2FL and 2FR is calculated by the following equation (17).

R = L / tan (δt) (17)
Here, L is a wheel base that is a distance between a front wheel shaft connecting the front wheels 2FL and 2FR and a rear wheel shaft connecting the rear wheels 2RL and 2RR.

  When it is assumed that the vehicle 1 is advanced by a predetermined length D while turning the vehicle 1 at the turning radius R, the change amount θ in the vehicle direction of the vehicle 1 is calculated by the following equation (18).

θ = D / R (18)
By using the amount of change θ in the vehicle direction and the turning radius R, the vehicle 1 is changed from the current position (x ₀ , y ₀ ) of the vehicle 1 and the vehicle direction θ _{0 at} that time according to the steering angle of the steering wheel 13. The vehicle position (x _vn , y _vn ) and the vehicle direction θ _vn of the vehicle 1 when it is assumed that the vehicle 1 is advanced by a predetermined length D by steering 1 is calculated by the following equations (19) to (21) To do.

x _vn = x ₀ −R + R cos θ (19)
y _vn = y ₀ + R sin θ (20)
θ _vn = θ ₀ + θ (21)
Thus, in the second vehicle position prediction process, it is assumed that the vehicle 1 is steered from the current position of the vehicle 1 according to the steering angle of the steering wheel 13 and the vehicle 1 is advanced by a predetermined length D. The vehicle position of the vehicle 1 is calculated.

  Returning to FIG. 3, the description of the driving support process will be continued. The vehicle position of the vehicle 1 after a predetermined time is predicted based on the yaw rate generated by steering the vehicle 1 according to the steering angle of the steering wheel 13 by the first vehicle position prediction process of S7, or 2. Vehicle when it is assumed that the vehicle 1 is steered according to the steering angle of the steering wheel 13 by the vehicle position prediction process and the vehicle 1 is advanced by a predetermined length or at a predetermined speed for a predetermined time. When one vehicle position is predicted, the process proceeds to S9.

  In the process of S9, the first path of S7 is selected from all the path points in all the recommended paths stored in the recommended path memory 93a (points provided at predetermined intervals (for example, 0.1 m) on the recommended path). A route point closest to the vehicle position (vehicle predicted position) predicted by the vehicle position prediction process or the second vehicle position prediction process of S8 is searched (S9). Then, the recommended track having the route point closest to the predicted vehicle position is selected as the travel track (S10). Thereby, the recommended track closest to the predicted vehicle position is selected as the travel track.

  In the process of S10, when there are a plurality of recommended trajectories having the closest route point, the vehicle direction defined in the closest route point for each recommended trajectory and the vehicle position in the process of S7 or S8. And the predicted vehicle direction is compared, and the recommended track in which the vehicle direction closest to the vehicle direction predicted in the process of S7 or S8 is defined at the route point is selected as the traveling track.

  Further, in the process of S10, when the distance between the predicted vehicle position and the recommended track closest to the predicted vehicle position is equal to or greater than a predetermined distance, the recommended track is not selected as the traveling track, The process directly proceeds to S12. When the distance between the predicted vehicle position and the recommended track closest to the predicted vehicle position is equal to or greater than a predetermined distance, there is no recommended track in the direction that the passenger wants to travel, or the steering wheel 13 There is a possibility that the passenger made a mistake in the operation. Therefore, in this case, the vehicle 1 can be prevented from starting to travel in an unexpected direction that is not assumed by the passenger by shifting to the processing of S12 as it is without selecting the recommended track as the traveling track. The safety of traveling of the vehicle 1 can be improved.

  After the process of S10, the recommended trajectory information selected by the process of S10 is read from the recommended trajectory memory 93a, stored as travel trajectory information in the travel trajectory memory 93b (S11), and the process proceeds to S12.

  Further, in the process of S3, when it is determined that the vehicle 1 is traveling outside the determination area (S3: No), the process of S4 to S11 is skipped and the process proceeds to S12. Thereby, when the vehicle 1 is traveling outside the determination area, the traveling track is not determined even if the steering wheel 13 is operated. Therefore, it is possible to prevent the travel track from being inadvertently changed, so that the vehicle 1 can be safely and automatically traveled.

  In the process of S12, a travel control process is executed (S12). The travel control process is a process for controlling the travel of the vehicle 1 so that the vehicle 1 travels along the travel track based on the travel track information stored in the travel track memory 93b.

  Since there are many known control methods, a detailed description thereof will be omitted. For example, when the vehicle 1 is traveling on the traveling track at the current vehicle speed V, for example, after t seconds (for example, after 1 second). The position Pt of the vehicle 1 in the vehicle 1 may be changed according to the vehicle speed of the vehicle 1. Then, the yaw rate ωt necessary to move to the position Pt is obtained, and the steering angle δt of the front wheels 2FL and 2FR is determined by the following equation (22) from the yaw rate ωt and the vehicle speed V of the vehicle 1.

δt = (1 + A × V ² ) × (L / V) × ωt (22)
Here, A is an indicator of the steering stability of the vehicle 1 and is a stability factor determined in advance by the individual vehicle 1, and L is the wheel base described above.

  Then, a control signal is transmitted to the steering drive device 5 so that the steering angle of the front wheels 2FL, 2FR becomes the steering angle δt determined based on the equation (1). The steering drive device 5 drives the electric motor 5a based on the control signal so that the steering angle of the front wheels 2FL and 2FR becomes δt. Thereby, the vehicle 1 can be automatically traveled along the traveling track.

  In the case where the vehicle speed is also automatically controlled by the travel control device 100, the steering drive device 5 is controlled so that the steering angles of the front wheels 2FL and 2FR become the steering angle δt determined based on the equation (1). In addition to transmitting the control signal, the control signal may be transmitted to the wheel driving device 3 so that the vehicle speed becomes V. Thereby, the wheel drive device 3 gives a rotational driving force to the front wheels 2FL and 2FR by the electric motor 3 so that the wheel speed becomes V based on the control signal.

  After the process of S12, it is determined whether or not the driving support switch 25 is pressed again to enter an off state (S13). As a result, if the driving support switch 26 remains on (S13: No), the process returns to the process of S1, and the processes of S1 to S13 are executed again. As a result, while the driving support switch 26 is in the ON state, the vehicle 1 continues to travel automatically, and the travel route is determined according to the intention of the passenger.

  Note that the processing of S1 to S13 is executed in units of 50 milliseconds, for example. As a result, even if the vehicle 1 deviates from the travel track, the vehicle 1 is controlled by the travel control process so that the vehicle 1 travels along the travel track every 50 milliseconds. It can be executed with high accuracy. Further, when the steering wheel 13 is operated, it can be processed in response to the operation very quickly, and the travel route reflecting the passenger's intention can be determined without delay.

  On the other hand, as a result of the process of S13, if it is determined that the driving support switch 26 has been pressed and turned off (S13: Yes), the driving support process is terminated.

  As described above, according to the first embodiment, the steering wheel 13 in which the steering direction of the vehicle is instructed by the rotation operation by the vehicle occupant is provided, and a new traveling track should be selected and set. When the vehicle 1 is located in the determination area, the vehicle 1 is steered based on the rotation operation of the steering wheel 13 by the passenger, and the yaw rate actually generated in the vehicle 1 based on the steering of the vehicle 1 is used to determine the predetermined value. Predict vehicle position after time. Thus, the direction in which the occupant wants to travel can be accurately grasped without being influenced by the inclination of the road surface on which the vehicle 1 is traveling. Then, since the traveling track is selected based on the predicted vehicle position, it is possible to perform automatic traveling by selecting the traveling track while accurately drawing the direction in which the passenger wants to travel.

  Further, when the vehicle speed of the vehicle 1 is 0, the yaw rate of the vehicle 1 is also 0. Therefore, even if the vehicle position after a predetermined time is predicted, only the current vehicle position is predicted. Therefore, in this case, the travel control device 100 assumes that the vehicle 1 is steered according to the steering angle of the steering wheel 13 at that time and advances the vehicle 1 by a predetermined length, or the vehicle 1 is steered. The vehicle position when the vehicle 1 is assumed to have advanced at a predetermined speed for a predetermined time is predicted. Then, the traveling control device 100 selects a recommended track closest to the predicted vehicle position as a traveling track from one or more recommended tracks stored in the recommended track memory 93a, and travels the selected recommended track information. The track information is stored in the running track memory 93b. As a result, even if the vehicle speed is 0, the traveling track can be selected by drawing the direction the passenger wants to travel.

  In addition, when a traveling track is selected from one or more recommended tracks stored in the recommended track memory 93a based on the predicted vehicle position (vehicle predicted position), the recommended track closest to the predicted vehicle position is selected. Since it selects as a driving | running track, the driving | running | working driving | running track in the direction which a passenger wants to advance can be selected reliably.

  In addition, when there are a plurality of recommended trajectories that are closest to the predicted vehicle position, each recommended trajectory is predicted together with the vehicle direction defined at the closest route point and the vehicle position in S7 or S8. And the recommended track in which the vehicle direction closest to the vehicle direction predicted in the process of S7 or S8 is defined at the route point is selected as the traveling track. As described above, since the traveling track is selected in consideration of not only the predicted vehicle position but also the predicted vehicle direction, the certainty of selecting the traveling track in the direction in which the passenger wants to travel can be improved.

  In the process of S3, whether or not there is a connection point to an intersection or a passage to / from a parking lot within a predetermined distance (for example, 30 m) in front of the vehicle 1 from the current position of the vehicle 1. Is determined from the information stored in the map information DB, and the vehicle 1 determines when there is a connection point to a passage to / from an intersection or a parking lot within a predetermined distance range in front of the vehicle 1 Judging that he is driving in the area. Therefore, when a passage from a currently running road to a parking lot or other road is branched, the passenger proceeds by accurately drawing the direction in which the passenger wants to travel in the area before the branch. The recommended trajectory set for the desired road or passage can be selected as the travel trajectory. Therefore, it is possible to reliably advance the vehicle to the road or passage that the passenger wants to travel.

  Next, a second embodiment will be described with reference to FIGS. In the first embodiment, when the steering wheel 13 is rotated by a passenger while the vehicle 1 is traveling in the determination area, the vehicle 1 is steered according to the steering angle, and the vehicle 1 is generated according to the steering. A case has been described in which the vehicle position after a predetermined time is predicted from the actual yaw rate, and the recommended track closest to the predicted vehicle position is selected from the plurality of recommended tracks as the running track. On the other hand, in the second embodiment, the steering angle of the steering wheel 13 is calculated from the rotational angular velocity of the steering wheel 13, the steering angle given to the front wheels 2FL, 2FR is calculated from the steering angle of the steering wheel 13, The yaw rate of the vehicle 1 is estimated based on the steering angle and the vehicle speed given to the front wheels 2FL and 2FR, the vehicle position after a predetermined time is predicted from the estimated yaw rate, and prediction is made from among a plurality of recommended trajectories. The recommended track closest to the selected vehicle position is selected as the running track.

  In the second embodiment, the configurations of the vehicle 1 and the travel control device 100 are the same as those in the first embodiment except that a part of the driving support process is different. Therefore, the same parts as those in the first embodiment are denoted by the same reference numerals, and illustration and description thereof are omitted.

  FIG. 10 is a driving support process executed by the CPU 91 of the travel control device 100 mounted on the vehicle 1 in the second embodiment. In the driving support process in the second embodiment, when it is determined by the process of S3 that the vehicle 1 is traveling in the determination area (S3: Yes), the processes of S4 and S5 executed in the first embodiment are as follows. The process is omitted, and the process proceeds to S6 as it is. Then, it is determined whether or not the vehicle speed is greater than 0 (S6). When the vehicle speed is 0 (S6: No), the second vehicle position prediction process (S8) is executed as in the first embodiment. On the other hand, if the vehicle speed is greater than 0 (S6: Yes), a third vehicle position prediction process is executed instead of the first vehicle position prediction process of the first embodiment (S107).

  In the third vehicle position prediction process, the rotational angular velocity Δδ of the steering wheel 13 is acquired to calculate the steering angle of the steering wheel 13, and the steering angle given to the front wheels 2FL and 2FR is calculated from the steering angle of the steering wheel 13. Then, the yaw rate of the vehicle 1 is estimated based on the steering angle given to the front wheels 2FL, 2FR and the vehicle speed, and the vehicle position after a predetermined time is predicted from the estimated yaw rate.

Here, a method for predicting a vehicle position after a predetermined time in the third vehicle position prediction process will be specifically described. In the third vehicle position prediction process, first, the rotational angular velocity Δδ of the steering wheel 13 is acquired, and from the acquired rotational angular velocity Δδ and the steering angle δ _n−1 of the steering wheel 13 at that time, after a minute time Δt. The steering angle δ _n of the steering wheel 13 is calculated from the following equation (23).

δ _n = δ _n-1 + Δδ · Δt · Ks (23)
Here, Ks is a gain for adjusting the influence of the rotational angular velocity of the steering wheel 13.

Then, after obtaining the rotational angular velocity Δδ from the steering wheel 13, after a minute time Δt has elapsed, the rotational angular velocity Δδ is newly obtained again from the steering wheel 13, and the steering angle δ _n calculated by the equation (23) is newly obtained. As δ _n−1 , the steering angle δ _n of the steering wheel 13 after the next minute time Δt is calculated by the equation (23).

The steering angle δ of the steering wheel 13 after the elapse of the predetermined time t ₂ is obtained by acquiring the rotational angular velocity Δδ from the steering wheel 13 and integrating the calculation by the equation (23) by t ₂ / Δt times. _n can be calculated.

In the third vehicle position prediction process, when the steering angle δ _n of the steering wheel 13 after the lapse of the predetermined time t ₂ is calculated, the steering angle δt given to the front wheels 2FL, 2FR with respect to the steering angle δ _n is expressed by the following formula ( 24).

δt = A · δ _n (24)
Here, A represents a conversion coefficient from the steering angle [delta] _n of the steering wheel 13 front wheels 2FL, the steering angle δt applied to 2FR.

  Then, based on the steering angle δt given to the front wheels 2FL and 2FR calculated by the equation (24), the turning radius R of the vehicle 1 can be obtained by the following equation (25) from the relationship shown in FIG. Then, the yaw rate of the vehicle 1 can be estimated from the turning radius R by the following equation (26).

R = L / tan (δt−δr) (25)
ω = v / R (26)
Here, L is the wheel base described above (see FIG. 9), and v is the vehicle speed of the vehicle 1. Further, δr is a steering angle of the front wheels 2FL and 2FR necessary for causing the vehicle 1 to go straight according to the inclination of the road surface. The slope of the road surface is calculated based on the rotation angle (roll angle, pitch angle, yaw angle) of the vehicle 1 acquired from the gyro sensor device 24.

Then, based on the yaw rate estimated by the equation (26), the calculation of the equations (14) to (16) described above is repeated by t ₁ / Δt times from the current position of the vehicle 1 and integrated. It predicts the vehicle position of the vehicle 1 after the time t ₁ elapses.

  When the vehicle position of the vehicle 1 after a predetermined time is predicted by the above-described method by the third vehicle position prediction process of S107, thereafter, the process of S107 is performed similarly to the first embodiment by the processes of S9 to S11. The recommended trajectory closest to the predicted vehicle position predicted by is selected as the travel trajectory, and the selected recommended trajectory information is stored in the travel trajectory memory 93b as travel trajectory information. Then, the processing of S12 controls the traveling of the vehicle 1 so that the vehicle 1 automatically travels along the traveling track based on the traveling track information stored in the traveling track memory 93b.

  As described above, according to the second embodiment, the rotational angular velocity Δδ of the steering wheel 13 is acquired, the steering angle of the steering wheel 13 is calculated, and the steering angle of the steering wheel 13 is given to the front wheels 2FL and 2FR. The yaw rate of the vehicle 1 is estimated based on the steering angle given to the front wheels 2FL and 2FR and the vehicle speed, and the vehicle position after a predetermined time is predicted from the estimated yaw rate. Therefore, the direction in which the passenger wants to travel is identified and grasped up to the vehicle position after a predetermined time. Therefore, by selecting the travel path based on the predicted vehicle position, it is possible to perform the automatic travel by selecting the planned travel path while accurately capturing the traveling direction of the passenger.

  In addition, in 2nd Embodiment, there exists the same effect as 1st Embodiment by the structure same as 1st Embodiment.

  In addition, the “traveling track” in each embodiment corresponds to the “scheduled traveling track” described in claim 1, and the “traveling track information” in each embodiment is used as the “information on the scheduled traveling track” in claim 1. Is applicable.

  As described above, the present invention has been described based on the embodiments, but the present invention is not limited to the above-described embodiments, and various improvements and modifications can be easily made without departing from the spirit of the present invention. It can be guessed. For example, the numerical values given in the above embodiments are examples, and other numerical values can naturally be adopted.

  In each of the embodiments described above, the travel control device 100 executes the recommended trajectory generation process to generate one or more recommended trajectories, but the travel control device 100 does not necessarily generate the recommended trajectory. An interface that communicates with an external device, for example, an external server or a mobile terminal device, is connected to the travel control device 100, and one or more recommended trajectories are acquired from the external device. Also good. Further, even when the travel control device 100 generates a recommended trajectory, another recommended trajectory may be acquired from an external device. By generating a recommended track with an external device, a recommended track generated by various methods can be prepared, and a traveling track can be selected from the recommended tracks.

  In each of the above-described embodiments, a case has been described in which the risk potential is obtained in the recommended trajectory generation process (FIG. 4), and the recommended trajectory or the travel trajectory is generated so that the vehicle 1 travels on the point having the lowest risk potential. The recommended track or the running track may be generated by the method described above. For example, a trajectory that can smoothly enter or advance on a road or lane that is a target of generation of a recommended trajectory or a travel trajectory may be calculated and used as the recommended trajectory or the travel trajectory. In this case, in consideration of the clothoid curve, a trajectory that can proceed or enter smoothly can be calculated, or a trajectory that can proceed or enter smoothly so that the radius of curvature can be increased. Alternatively, a track that can travel or enter the road or lane to be generated at the shortest distance may be calculated, and the track may be used as a recommended track or a traveling track. Furthermore, a recommended or travel path may be included in the road information of the map information DB 92b, and the recommended or travel path may be generated based on the road information.

  In the second embodiment, the process of S3 is executed, it is determined whether or not the vehicle 1 is traveling in the determination area to be set by selecting a new travel path, and the vehicle 1 travels outside the determination area. In this case, the process of S6 to S11, S107 is skipped so that the traveling path is not determined while traveling outside the determination area, and the safety of automatic traveling of the vehicle 1 is improved. . However, in the second embodiment, the processes of S6 to S11 and S107 are always performed without performing the process of S3, that is, without determining whether or not the vehicle 1 is traveling in the determination area. The traveling trajectory may be determined. In the second embodiment, even if the steering wheel 13 is operated, the vehicle 1 is not immediately steered. Therefore, the vehicle 1 can be safely driven without providing a determination area. Further, if the traveling track can be determined at any place without providing the determination area, the range of selection of the traveling track in the vehicle 1 is widened, so that the intention of the passenger can be more strongly reflected in the automatic traveling.

  In the said 2nd Embodiment, when it was judged in the process of S6 that the vehicle speed is larger than 0 (S6: Yes), the case where a 3rd vehicle position prediction process (S107) was performed was demonstrated. Instead, when it is determined in the process of S6 that the vehicle speed is greater than 0 (S6: Yes), it is further determined whether or not the road surface on which the vehicle 1 is traveling is flat and the road surface is flat. For example, the third vehicle position prediction process may be executed, and the first vehicle position prediction process may be executed if the road surface is not flat but inclined. However, in this case, when the road surface is not flat, it is necessary to steer the vehicle 1 by giving a steering angle to the front wheels 2FL and 2FR according to the steering angle of the steering wheel 13. In the third vehicle position prediction process, as shown in the equation (25), the turning radius R is calculated in consideration of the inclination of the road surface on which the vehicle 1 is traveling, and the yaw rate is estimated. Some error is included in the yaw rate estimated by the inclination. On the other hand, if the road surface on which the vehicle 1 is running is flat, the third vehicle position prediction process is executed. If the road surface is inclined, the first vehicle position prediction process is executed, thereby Regardless of the inclination, the vehicle position of the vehicle 1 after a predetermined time can be predicted more accurately. In addition, while the vehicle 1 is traveling on a flat road surface, the vehicle position after a predetermined time of the vehicle 1 can be accurately predicted without steering the vehicle 1 by rotating the steering wheel 13.

  In each of the above embodiments, the case where the first to fourth cameras 26a to 26d are mounted and the peripheral information of the vehicle 1 is acquired has been described. However, a stereo camera may be used as a means for acquiring the peripheral information. Various radars such as millimeter wave radar, laser radar, UWB (Ultra Wide Band) radar, and sonar may be used. Further, position information of other vehicles and obstacles may be acquired by road-to-vehicle communication that is communication between the road and the vehicle, or vehicle-to-vehicle communication by communication with another vehicle.

  For example, the laser radar checks the periphery of the vehicle 1 based on the presence or absence of the reflection, the direction in which the reflection is detected, and the time from when the laser beam is irradiated until the reflection is detected. The shape of roads and objects in By using this laser radar, the traveling control device 100 maps the shape of an object or the like existing around the vehicle 1 from the detection result of reflection of the laser beam irradiated by the laser radar, and performs current traveling by pattern matching or the like. It is configured to understand the shape of the road inside, the presence or absence of a road connected to the road that is currently running, and the presence of obstacles, and use it as peripheral information to generate danger potentials and generate recommended trajectories May be.

  In each of the above embodiments, the case where the steering device 5 is configured as a rack and pinion type steering gear has been described. However, the present invention is not necessarily limited to this, and other steering gear mechanisms such as a ball nut type may be employed. Is of course possible.

1 Vehicle 13 Steering wheel (operating means)
24 Gyro sensor device (yaw rate detection means)
91 CPU (computer)
92a Program memory (vehicle control program)
93b Traveling track memory (storage means)
S2 Recommended trajectory generation means (trajectory acquisition means, trajectory acquisition step)
S3 (position determination means, position determination step)
S5 (steering means, steering step)
S7 First vehicle position prediction process (yaw rate acquisition means, part of estimation means, yaw rate acquisition step, part of estimation step)
S8 Second vehicle position prediction process (part of estimation means, part of estimation step)
S10 (selection means, selection step)
S11 (Means for storing in storage means, step for storing in storage means)
S12 Travel control processing (travel control means, travel control step)

Claims (5)

Storage means for storing information related to a planned traveling track indicating a track on which the vehicle should travel;
Travel control means for controlling travel of the vehicle so that the vehicle travels along the planned travel path based on information stored in the storage means;
A trajectory acquisition means for acquiring a plurality of candidates for the planned travel trajectory;
An operation means for instructing a steering direction of the vehicle by a rotation operation by a passenger of the vehicle;
Detecting means for detecting an angular velocity of a rotation operation performed on the operating means;
A yaw rate estimating means for calculating a steering angle to be given to the vehicle from the angular velocity detected by the detecting means, and estimating the yaw rate of the vehicle based on the steering angle and the vehicle speed;
Vehicle position estimation means for estimating a vehicle position after a predetermined time based on the yaw rate and vehicle speed estimated by the yaw rate estimation means;
Selection means for selecting one scheduled travel path from among a plurality of planned travel path candidates acquired by the track acquisition means based on the vehicle position estimated by the vehicle position estimation means;
And a means for storing in the storage means information relating to the planned traveling track selected by the selection means.   The vehicle when the vehicle position estimating means assumes that when the vehicle speed of the vehicle is 0, the vehicle is steered in a steering direction instructed by the steering means and the vehicle is advanced by a predetermined length. 2. The vehicle according to claim 1, wherein the position is estimated.   The selection means sets one candidate having the shortest distance to the vehicle position estimated by the vehicle position estimation means as a planned travel path from among a plurality of planned travel path candidates acquired by the trajectory acquisition means. The vehicle according to claim 1, wherein the vehicle is selected. Each candidate of the planned travel track acquired by the track acquisition means includes information indicating the direction in which the vehicle should face at each point on the track, along with track information on which the vehicle should travel,
The vehicle position estimating means estimates the direction in which the vehicle should face at the vehicle position together with the vehicle position after the predetermined time,
The selection means should point the vehicle at a point closest to the vehicle position estimated by the vehicle position estimation means among the candidates of the planned traveling track acquired by the track acquisition means. The vehicle according to any one of claims 1 to 3, wherein one of the candidates whose direction is the closest to the direction to which the vehicle should be directed estimated by the estimating means is selected as a planned traveling track. . A vehicle control program executed by the computer of the vehicle, comprising: a computer; and storage means for storing information related to a planned travel track used by the computer and indicating a track on which the vehicle should travel,
In the computer,
A trajectory acquisition step for acquiring a plurality of candidates for the planned travel trajectory;
A detection step of detecting an angular velocity of a rotation operation performed on an operation means for instructing a steering direction of the vehicle by a rotation operation by a passenger of the vehicle;
A yaw rate estimation step of calculating a steering angle to be given to the vehicle from the angular velocity detected by the detection step, and estimating the yaw rate of the vehicle based on the steering angle and the vehicle speed;
A vehicle position estimating step for estimating a vehicle position after a predetermined time based on the yaw rate and the vehicle speed estimated by the yaw rate estimating step;
A selection step of selecting one planned traveling track from among a plurality of planned traveling track candidates acquired by the track acquiring step based on the vehicle position estimated by the vehicle position estimating step;
Storing in the storage means information relating to the planned traveling track selected in the selection step;
A vehicle for executing a travel control step for controlling the travel of the vehicle so that the vehicle travels along the planned travel track based on information related to the planned travel track stored in the storage means by the step Control program.

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