JP2018151287A - Vehicle running control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle running control device which can continue automatic steering operation even if the lane information is lost in front of an expressway tollgate or the like, and can reduce the impact on the driver and the effect on the traffic flow.SOLUTION: The vehicle running control device includes a peripheral recognition function recognizing a lane section dividing line, other vehicles 2 to 4 on each lane and the front of its own vehicle 1, the absolute position of a vehicle, an environment condition estimating unit which acquires an environment condition of its own vehicle based on the information of an internal sensor, and a speed control and a steering control which cause the vehicle to follow the information acquired by the environment condition estimating unit, and to perform the speed control and the steering control on the basis of the information acquired by the environment condition estimating unit. The environmental state estimation unit includes a function of recognizing a tollgate 6 in front of the vehicle and each of the gates 6a to 6e, and a function of selecting a target gate 6b from each of the gates, and a route generation unit includes a function of generating a target approach route 5x-6bx for entering the target gates.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle travel control device, and more particularly to a vehicle travel control device having a lane keeping assist function, a lane tracking function by automatic steering, and a lane change function.

  Various technologies that allow the vehicle to partially perform recognition, judgment, and operation that have been performed by the driver in order to reduce the burden on the driver, such as adaptive cruise control (ACC) and lane keeping assist (LKA). Driving support functions such as these have been put into practical use, and lane tracking functions (lane trace control, LTC) and lane change functions (lane change, LC) have also been developed with the autopilot in mind.

  For example, in Patent Document 1, a virtual line is set based on the position of a paint line detection means for detecting a paint line drawn on the left and right road surfaces of the own vehicle and a boundary line (partition line) detected previously. And a boundary line setting unit that sets the boundary line using at least one of the paint line and the virtual line. It is described that access information indicating that the vehicle is approaching is acquired, and that the boundary line setting unit is prohibited from setting a virtual line as a boundary line when the access information is acquired.

JP 2013-2322079 A

  However, when the vehicle approaches the toll gate, it is prohibited to set a virtual line as a boundary line, and only the actual paint line is detected as a boundary line. In a toll gate with a large number of gates such as a toll gate, the section without a boundary line is relatively long, and most gate boundary lines are not continuous with the main line boundary line. There was a problem that it was not possible to switch to manual operation.

  The present invention has been made in view of the above circumstances, and its purpose is to continue driving by automatic steering even when lane information is lost in front of a highway tollgate, etc. Another object of the present invention is to provide a vehicle travel control device that can reduce the influence on traffic flow.

In order to solve the above problems, the present invention provides:
Surrounding recognition function that recognizes lane markings, other vehicles on each lane, and the front of the host vehicle from information from the outside world sensor, a function to estimate the absolute position of the host vehicle, and the movement of the host vehicle based on information from the inside world sensor An environmental state estimation unit including a function of acquiring a state;
A route generation unit that generates a target route based on information acquired by the environmental state estimation unit;
A vehicle control unit that performs speed control and steering control so that the vehicle follows the target route;
In a vehicle travel control device comprising:
The environmental state estimation unit includes a function of recognizing a toll gate in front of the host vehicle and each gate thereof, and a function of selecting a target gate from each gate,
The route generation unit includes a function of generating a target approach route for entering the target gate.

  According to the vehicle travel control device of the present invention, even if lane information is lost in front of an expressway toll gate, etc., each gate of the toll gate is recognized and the target gate is selected from the own vehicle state and the position of other vehicles. However, by generating a target approach route for entering the target gate, driving can be continued by automatic steering, which is advantageous in reducing the burden on the driver and the influence on the traffic flow.

It is the schematic which shows the traveling control system of a vehicle. It is a schematic top view which shows the external field sensor group of a vehicle. It is a block diagram which shows the traveling control system of a vehicle. It is a flowchart which shows the traveling control which concerns on this invention embodiment. It is a top view which shows the generation example of a toll gate recognition and a target approach route. It is a top view which shows the example of selection of the target gate based on the own vehicle position. It is a top view which shows the example of selection of the target gate based on another vehicle position. It is a flowchart which shows selection of a target gate and target approach path | route production | generation.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
The present invention recognizes a vehicle position and surrounding environment based on information obtained from an external sensor and an internal sensor, generates a target route based on the vehicle position, and generates a route following control (vehicle speed control to a target vehicle speed / target steering angle). -"Automatic steering vehicle" that can implement lane tracking and lane change by steering control.

(Outline of the automatic steering vehicle)
In FIG. 1, a vehicle 1 equipped with a travel control system according to the present invention performs recognition, determination, and operation on the vehicle side in addition to conventional automobile components such as an engine and a vehicle body. In addition, an external sensor 21 for detecting the environment around the vehicle, an internal sensor 22 for detecting vehicle information, a controller / actuator group for speed control and steering control, an ACC controller 14 for constant speed / following control, and And an automatic operation controller 10 for carrying out path following control (LTC).

  A controller / actuator group for speed control and steering control includes an EPS (electric power steering) controller 31 for steering control, an engine controller 32 for acceleration / deceleration control, ESP (registered trademark; stability control system) / ABS. (Anti-lock brake system) A controller 33 is included.

  The outside sensor 21 is a structure such as a dividing line 5s on the road that defines the own lane 51 and the adjacent lane 52, other vehicles and obstacles around the own vehicle, a person, a sign in front of the own vehicle, a signal, a toll gate, etc. And a plurality of detection means for inputting the relative distance and the like to the automatic operation controller 10 as image data or point cloud data.

  For example, as shown in FIG. 2, the vehicle 1 includes a millimeter wave radar (211) and a camera (212) as the front detection means 211 and 212, and a LIDAR (laser image detection as the front side detection means 213 and the rear side detection means 214. / Ranging), a camera (back camera) as a rear detection means 215, covering 360 degrees around the host vehicle, and positions of vehicles and structures (tollgate gate, etc.) within a predetermined distance in the front-rear and left-right directions And distance, lane marking position, signs, and signals.

  The internal sensor 22 is composed of a plurality of detection means for measuring a physical quantity representing the motion state of the vehicle, such as a vehicle speed sensor, a yaw rate sensor, and an acceleration sensor. As shown in FIG. And is processed together with the input from the external sensor 21.

  The automatic operation controller 10 includes an environment / state estimation unit 11, a route generation unit 12, and a vehicle control unit 13. The environment / state estimation unit 11 compares the positioning means 24 such as GPS and the map information 23 (database) to obtain the absolute position of the own vehicle, and the own lane and the adjacent lane markings detected by the external sensor 21. The position of the vehicle, the position of the other vehicle and the speed are estimated.

  Furthermore, as shown in FIG. 5, the environment / state estimation unit 11 includes, in the highway toll gate 6, the positions of the gates 6 a to 6 e and the relative positions of the own vehicle with respect to them, and the structures 61 of the gates 6 a to 6 e. , The position and display information of the display device 63 (ETC / general), the position and display information of the signal 62 (accessibility), and the road marking 64 indicating the ETC lane are recognized by image processing such as pattern matching. The recognized information is temporarily stored for each of the gates 6a to 6e, the suitability as a target gate is compared, and a target gate is selected. This point will be described in detail later.

  The route generation unit 12 refers to the map information 23, and performs a lane tracking control (lane trace control, LTC) from the vehicle position estimated by the environment / state estimation unit 11 and the lane marking ahead of the vehicle. Generate a route. Further, when the vehicle line change function (lane change, LC) is activated, the own vehicle position, the other vehicle position and the speed estimated by the environment / state estimating unit 11, and the own vehicle detected by the internal sensor 22 Based on the movement state of the vehicle, a target route from the own vehicle position to the destination target point in lane change is generated.

  Further, the route generation unit 12 in the highway toll gate 6 is directed to the target gate based on the target gate position estimated by the environment / state estimation unit 11, the own vehicle position, the other vehicle position, and the movement state of the own vehicle. Create an approach route.

  The vehicle control unit 13 calculates a target vehicle speed and a target steering angle based on the target route generated by the route generation unit 12, transmits a steering angle command for route tracking to the EPS controller 31, and sends the vehicle speed command to the ACC controller. 14 to send. The vehicle speed is also input to the EPS controller 31 and the ACC controller 14. Since the steering torque changes depending on the vehicle speed, the EPS controller 31 transmits a torque command to the steering mechanism 41 with reference to the steering angle-steering torque map for each vehicle speed. The engine controller 32, the ESP / ABS controller 33, and the EPS controller 31 control the engine 42, the brake 43, and the steering mechanism 41, whereby the vertical and horizontal movements of the vehicle 1 are controlled.

  The automatic operation controller 10 determines the vehicle position and the vehicle's motion characteristics, that is, the front wheel steering angle δ generated when the steering torque T is applied to the steering mechanism 41 while traveling at the vehicle speed V, and the yaw rate and lateral force generated by the vehicle motion. From the relationship of acceleration, the speed, posture, and lateral displacement of the vehicle after Δt seconds are estimated, a steering angle command is given to the EPS controller 31 so that the lateral displacement becomes yt after Δt seconds, and the speed Vt is reached after Δt seconds. To the ACC controller 14.

  When the lane change function is activated, it is possible to change lanes based on the generated target route and target vehicle speed based on the inter-vehicle distance and relative speed with other vehicles. If it is determined that the vehicle lane change flag is set, the lane change is executed only when the driver has an intention to change lanes (such as a turn signal operation).

  The driver is required to continuously monitor during the lane change, and the lane change function is immediately canceled by the driver's operation (override). That is, when the steering torque (steering angle) by the driver's manual steering 34 is input to the EPS controller 31 while the vehicle line is changed, the steering angle command from the vehicle control unit 13 is invalidated and the manual steering 34 is switched. The end of the lane change is determined when the own vehicle position is in the center of the adjacent lane and the inter-vehicle distance from the overtaking vehicle is greater than the predetermined rear distance determined by the own vehicle speed and the rear vehicle speed.

(ACC, EPS, ESP / ABS, relationship between engine control and automatic steering function)
The automatic steering function is implemented mainly by combining longitudinal control (speed control) by the ACC controller 14 and lateral control (steering control) by the EPS controller 31, but the ACC controller 14, the EPS controller 31, the engine controller 32, The ESP / ABS controller 33 can operate independently of automatic steering.

  Receiving the steering angle command from the automatic operation controller 10, the EPS controller 31 refers to the vehicle speed-steering angle-steering torque map, issues a torque command to the actuator (EPS motor), and the steering mechanism 41 targets the front wheels. Give the rudder angle. The ACC controller 14 that has received the speed command from the automatic operation controller 10 issues a deceleration command for brake control or an acceleration / deceleration command for engine control according to the vehicle speed acquired from the internal sensor 22.

  The ESP / ABS controller 33 that has received the deceleration command from the ACC controller 14 issues a hydraulic pressure command to the actuator and controls the braking force of the brake 43 to control the vehicle speed. Further, the engine controller 32 that receives the acceleration / deceleration command from the ACC controller 14 controls the actuator output (throttle opening), thereby giving a torque command to the engine 42 and controlling the driving force to control the vehicle speed. .

  The ACC function functions by a combination of hardware and software such as the millimeter wave radar 211, the ACC controller 14, the engine controller 32, and the ESP / ABS controller 33 as the external sensor 21. In other words, when there is no preceding vehicle, it runs at a constant speed at the target vehicle speed (cruise control set speed), and when it catches up with the preceding vehicle (when the preceding vehicle speed is less than the target vehicle speed), it is set according to the preceding vehicle speed. The vehicle follows the preceding vehicle while maintaining the inter-vehicle distance according to the time gap (inter-vehicle time = inter-vehicle distance / own vehicle speed).

  Note that there is LKA (Lane Keeping Assist) as a lane keeping support function using steering control by the EPS controller 31. Based on the image data acquired by the external sensor 21 (cameras 212 and 215), the LKA detects the lane (lane marking line) ahead of the host vehicle by the environment / state estimation unit 11 of the automatic driving controller 10 to determine the road shape. The EPS controller 31 assists the steering force so as not to cause a deviation by comparing the arrival position of the own vehicle estimated from the motion state of the own vehicle detected by the internal sensor 22 and the road shape. It does not perform automatic steering.

(Problems when lane markings are lost before the expressway toll booth)
By the way, LTC (lane trace control) and LKA (lane keeping assist) recognize a lane marking in front of the host vehicle, and perform follow-up control (or steering force assistance) to the target route generated based on the lane marking. Therefore, as described above, automatic steering and lane maintenance support cannot be performed in a section where there is no lane division line, such as a junction section 60 (route selection section), such as in front of an expressway toll gate.

  In addition, it is necessary to select a gate passing through a plurality of toll gates according to conditions such as the traveling position of the own vehicle, the position of other vehicles, the route after passing the toll gate, and the congestion situation.

(Passing the highway tollgate by automatic steering)
Therefore, in the present invention, as described below, (1) a toll gate is detected, (2) a target gate to be passed through is selected, and (3) a target approach route is generated based on the target gate. It is possible to pass through the toll gate by automatic steering.

(1) Tollgate detection As shown in FIG. 5, detection of the gates 6 a to 6 e at the toll gate 6 on the highway 5 (main line or rampway) is performed before the toll gate 6 in the environment / state estimation unit 11. The gate structure 61, the signal 62 indicating whether or not to enter, the gate type (ETC / general) display device 63, and the ETC lane by image processing such as pattern matching from the image data acquired by the front camera (212). This is done by recognizing a road marking 64 or the like.

  Display information such as the position information (61) of the gates 6a to 6e recognized by the environment / state estimation unit 11, the availability of entry (62), and the gate type (63, 64) is a data table for each of the gates 6a to 6e. Is temporarily stored.

(2) Target gate candidate extraction and target gate selection Next, target gate candidates are extracted from the detected toll gates 6a to 6e and one target gate is selected from them. The position information and display information of ~ 6e are compared and evaluated under conditions such as exclusivity, comfort, and congestion, and gates that do not meet these conditions are excluded or the evaluation (priority order) is lowered, and finally The optimal gate is selected as the target gate.

(I) Exclusion condition An exclusive area around the own vehicle is set based on the stopping distance of the vehicle, and the gate is evaluated to be more exclusive as it is located in a direction in which no other vehicle enters or approaches the exclusive area.

  For example, as shown in FIG. 7, when the own vehicle 1 moves to the left side, partial circle regions (fan-shaped regions) 7 a to 7 c are defined in the left direction of the own vehicle 1, and other vehicles exist within the range. In this case, depending on the relative distance from the own vehicle 1 (radius of the partial circle regions 7a to 7c), the exclusivity evaluation of the left gates 6a and 6b is lowered or excluded from the target gate candidates and moved to the left side. Is prohibited.

  For example, in FIG. 7, the other vehicle 2 is present in the left front, but since it is a relatively circular partial circle region 7a, the influence on the exclusiveness of the left gates 6a and 6b is small. Of course, the other vehicle 3 'in front of the own vehicle 1 and the other vehicle 4' in the rear are outside the partial circle areas 7a to 7c and the partial circle areas 7d to 7g, and the movement to the right side is also performed to the left side. Does not affect. On the other hand, there is no other vehicle on the right front side, but the other vehicle 4 'exists in the relatively close partial circle area 7e on the right rear side, so that the right gates 6e to 6g are evaluated as having low exclusiveness.

  Here, the radii (threshold values) of the partial circle regions 7a to 7c may be changed depending on the required distance of lateral movement and the vehicle speed of other surrounding vehicles. Further, instead of setting a constant threshold value in all directions, the front and rear threshold values may be increased. In this case, the regions 7a to 7c are partial ellipse regions.

(Ii) Comfort condition The lateral movement required to reach the gate is compared, and the smaller the required lateral movement (steering amount), the higher the comfort is evaluated.

  For example, as shown in FIG. 6, the relative distance 70x in the traveling direction from the own vehicle 1 to the toll gates 6a to 6e, and the distance 70y, 7y in the left and right direction from the center of the traveling direction of the own vehicle 1 (no lateral movement). Assuming the region 70 defined by the following equation, if the steering amount = (distance in the left / right direction) / (distance in the front / rear direction) is equal to or greater than the threshold (70y / 70x) (if it is outside the region 70), the relative Since a sudden lateral movement (steering angle) is necessary, it is possible to guarantee a certain level of comfort by evaluating that the comfort is low or excluding it from the target gate candidates.

(Iii) Congestion degree condition The position information of surrounding other vehicles is sensed, and it is evaluated that the gate is less crowded as the number of other vehicles that are not present or decelerated is smaller.

  You may evaluate that it is a gate with a high congestion degree, so that the length of a vehicle row (relative distance to the vehicle row end) is large instead of the number of other vehicles. In any case, it is preferable that each gate is associated with another vehicle that is traveling at a reduced speed on the approach path or is aligned with the approach path. It is also possible to detect the presence or absence of other vehicles or the number of other vehicles detected between the gates 6a to 6e.

(Iv) Other conditions Priority is given to gates whose gate type is "ETC (electronic toll collection system) only", and "ETC / general", "general" only when "ETC only" is difficult to use due to other conditions Add to candidates in the order of.

  Because it is traveling control based on automatic steering, “general” that needs to be temporarily stopped should be basically excluded, and “ETC / general” that may stop due to temporary stop of the preceding other vehicle should be excluded as much as possible. It is. Of course, gates with red lights are excluded from the candidates.

  Each toll gate 6a to 6e is individually evaluated according to each condition as described above, and each evaluation value is temporarily stored in the data table for each gate 6a to 6e. The data table is sorted or excluded from the data table in descending order, and finally one or several gates remain as candidates, and the gate with the highest evaluation is selected as the target gate.

  In addition, when evaluating each said condition comprehensively, you may use the point weighted for evaluation for every condition, and may select a target gate from the calculation result which added or multiplied the point of each condition.

(3) Generation of target approach route When a target gate is selected, a target approach route for entering the target gate is generated based on the position information of the target gate.

  For example, in FIG. 5, when the second gate 6b from the left is selected as the target gate, the toll gate structure including a plurality of gates in the image space acquired by the camera 212 is the traveling direction of the own vehicle 1. Since it can be approximated as a three-dimensional structure extending in the horizontal direction orthogonal to 5a, a gate reference line 6y extending in the horizontal direction (gate alignment direction) orthogonal to the traveling direction 5a of the host vehicle 1 along the vicinity of the ground surface of the three-dimensional structure. Is defined.

  A center line (6bx) passing through the center of the target gate 6b in the ground plane in the image space, orthogonal to the gate reference line 6y and extending to the proximal side (near view side) is a virtual approach path toward the target gate 6b, A target route 5x (steering angle) from the current position of the host vehicle 1 toward the proximal side of the virtual approach route 6bx is obtained, and the target route 5x-6bx is generated by continuing the target route 5x and the virtual approach route 6bx. .

  Since the target approach route 5x-6bx is generated based on the front image including the toll gates 6a to 6e, even if information on the lane line 5s is lost at that time, the target approach route 5x-6bx Automatic steering can be continued according to

  When the information on the lane marking 5s is maintained, that is, when the lane maintaining traveling by the automatic steering is continued based on the information on the lane marking 5s, the target approach route 5x-6bx is generated. While updating, you may make it transfer to the automatic steering which tracks the target approach path | route 5x-6bx at the time of the information of the lane division line 5s being lost.

  When the road surface display 64, the division line 6s, or the separation zone 6t of the lane entering the target gate 6b is recognized while entering the target gate 6b according to the target approach route 5x-6bx, automatic steering based on these ( Lane maintenance travel) and enters the target gate 6b.

(Control flow from highway toll gate to toll gate passage)
Hereinafter, based on the above embodiment, a control flow from before the expressway toll gate to passing through the toll gate will be described with reference to FIGS. 4 and 8.

  In the vehicle 1 provided with the travel control device according to the present invention, when the automatic steering operation is started by the driver's operation (step 100), the lane marking 5s by the external sensor 21, the other vehicle, the surrounding environment, and the front of the host vehicle Is always sensed (step 101).

  When driving on the main highway 5 until the system limit of the ACC / LTC function is reached, the ACC / LTC function is used to maintain a constant speed lane. (Step 102).

  During automatic steering operation, the detection of lane markings continues (step 103), and even if the lane markings can be detected even when approaching the expressway toll gate, the following lanes are maintained using the ACC / LTC function. The running is continued (step 104).

  If a lane marking is not detected during automatic steering operation using both the ACC and LTC functions, the absolute position of the vehicle is immediately estimated by matching the GPS 24 with the map information 23 (step 105). Is determined to be in front of the toll gate, the toll gate position detection function of the environment / state estimation unit 11 detects one or more gates of the toll gate (step 110).

  If it is determined that the lane marking is not detected and the absolute position of the vehicle is not in front of the expressway toll gate, or if the toll gate cannot be detected, transfer to the driver and transfer of authority. Then, the automatic steering operation is stopped (step 127).

  When the environment / state estimation unit 11 detects a plurality of gate positions (6a to 6e) of the toll gate 6 from the front image acquired by the camera 212 (step 111), the target of the environment / state estimation unit 11 The gate candidate extraction function compares and evaluates the position information and display information of the individual gates 6a to 6e under conditions such as exclusivity, comfort, and the degree of congestion, and gates that do not meet those conditions are excluded or evaluated. Is lowered (step 112).

  If a target gate candidate remains after the comparative evaluation (step 113), it is finally selected as a target gate (step 114). When there are no more target gate candidates, the handover request and authority transfer are made to the driver, and the automatic steering operation is stopped.

  Next, based on the position information of the selected target gate (6b), a target approach route (5x-6bx) to the target gate (6b) is generated (step 120), and the target approach route (5x-6bx) ), Automatic steering is continued (step 121).

  At this time, when the speed regulation sign is recognized before the target gate (6b), the ACC vehicle speed set value is changed according to the regulation value. If the speed restriction cannot be recognized, the vehicle is decelerated to a predetermined vehicle speed (for example, 40 km / h).

  When an approach lane marking to the gate is recognized or when a guidance display on the road surface is recognized, the vehicle enters the target gate (6b) along the lane by LTC control based on the lane marking, and the vehicle speed is set to 20 km / Decelerate to about h.

  Next, it is determined whether or not the target gate (6b) has been reached (step 122). If the target gate (6b) has been reached (step 123), the target gate is passed through the automatic gate passing function (step 124). When the preceding vehicle can be recognized during the route following traveling toward the target gate, the vehicle shifts to the front vehicle following traveling. If a lane marking is detected ahead after passing through the target gate, automatic steering operation is continued by LTC control based on the lane marking (step 130).

  In addition, during the route following travel toward the target gate, the verification of the exclusiveness of the target approach route is always performed (step 125), and when the loss of the exclusiveness of the target approach route is predicted due to the course change of other vehicles, etc. (Step 126) At that time, the driver takes over and the authority is transferred (Step 127), and the automatic steering operation is stopped (Step 128).

  If the bar does not open when passing through the target gate, the bar is detected as an obstacle, stops by the collision prevention function, and as soon as the bar opens, the automatic operation resumes and passes through the gate.

  If no ETC-compatible gate remains when the target gate is selected, and a general gate that does not support ETC is selected as the target gate, the vehicle stops once at the ticket receiving position or the fee payment position and then passes through the gate.

(Action and effect)
As described above in detail, in the vehicle travel control device according to the present invention, even if lane information is lost in front of an expressway tollgate or the like, each gate of the toll gate is recognized as a surrounding recognition means (environment / state estimation unit 1121). By selecting the optimal target gate based on the host vehicle state and the position of the other vehicle, and generating a target approach route for entering the target gate based on the toll gate ahead, Automatic steering operation can be continued, which is advantageous in reducing the burden on the driver and the influence on traffic flow.

  In the present invention, the route generating means (12) for automatic steering generates a virtual approach route (6bx) extending proximally from the target gate (6b), and a proximal side of the virtual approach route. By including the function of generating the target approach route (5x-6bx) continuously, it is possible to generate a suitable target approach route suitable for automatic steering that can linearly enter the target gate regardless of the position of the target gate. .

  In the present invention, when the surrounding recognition means (21) recognizes an approach lane to the target gate or its lane marking (6s) while traveling along the target approach route, By including the function of following the vehicle and passing through the target gate, it is possible to quickly shift from the following traveling to the target approach route generated based on the toll gate to the lane maintaining traveling based on the actually recognized division line.

  In the above, when a preceding other vehicle is recognized while traveling along the target approach route or approach lane, the toll gate is provided with a function of following the preceding other vehicle and passing through the target gate. From the follow-up traveling to the target approach route generated based on the above, it is possible to quickly shift to the preceding vehicle follow-up travel.

  Further, in the present invention, the route generation means (12) has no other vehicle approaching the target approach route (excellent exclusivity), and there is little or no preceding other vehicle on the target approach route (low congestion). By including the function to select a gate that minimizes the amount of steering when driving along the target approach route (good comfort), it is possible to select a suitable target gate easily and reliably, and driving This is advantageous in reducing the burden on the user and the impact on traffic flow.

  In the above embodiment, the case where the final target gate (6b) is selected and then the target approach route (5x-6bx) is generated has been described. However, when several gate candidates are extracted. , Assuming virtual centerlines (reference numerals 6ax, 6bx, 6cx,... In FIG. 5) and generating continuous approach paths on the proximal side in parallel, The final target gate may be selected by evaluating the degree of congestion.

  Although several embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications and changes can be made based on the technical idea of the present invention. I will add.

1 Vehicle (own vehicle)
2,3,3 ', 4,4' Other vehicle 5 Highway 5a Traveling direction 5s, 6s Dividing line 5x Target route 5x-6bx Target approach route 6 Tollgate 6a-6g Gate 6b Target gate 6bx Virtual approach route 6y Gate reference Lines 7a to 7g Partial circle area (fan-shaped area), partial ellipse area 10 Automatic operation controller 11 Environment / state estimation unit 12 Route generation unit 13 Vehicle control unit 14 ACC controller 21 External sensor 22 Internal sensor 51, 52, 53 Lane 60 Junction section (course selection section)
61 Gate structure 62 Signal 63 Gate type 64 Road surface display 70x Relative distance 70y in the traveling direction Distance in the left-right direction

Claims (5)

Surrounding recognition function that recognizes lane markings, other vehicles on each lane, and the front of the host vehicle from information from the outside world sensor, a function to estimate the absolute position of the host vehicle, and the movement of the host vehicle based on information from the inside world sensor An environmental state estimation unit including a function of acquiring a state;
A route generation unit that generates a target route based on information acquired by the environmental state estimation unit;
A vehicle control unit that performs speed control and steering control so that the vehicle follows the target route;
In a vehicle travel control device comprising:
The environmental state estimating unit includes a function of recognizing a toll gate in front of the host vehicle and each gate thereof, and a function of selecting a target gate from each gate,
The vehicle travel control device, wherein the route generation unit includes a function of generating a target approach route for entering the target gate.   The route generation unit includes a function of generating a virtual approach route extending proximally from the target gate and a function of generating the target approach route continuously to the proximal side of the virtual approach route. The vehicle travel control apparatus according to claim 1.   A function of causing the vehicle to follow the approach lane and passing through the target gate when the approach lane to the target gate or its lane marking is recognized while traveling along the target approach route. The travel control device for a vehicle according to claim 1 or 2, characterized in that:   The vehicle includes a function of following a preceding other vehicle and passing through the target gate when a preceding other vehicle is recognized while traveling along the target approach route or the approach lane. Item 4. The vehicle travel control device according to any one of Items 1 to 3.   The environmental state estimation unit has no other vehicle approaching the target approach route, and there are few or no preceding other vehicles on the target approach route, and the steering amount when traveling along the target approach route is small. The vehicle travel control apparatus according to any one of claims 1 to 4, further comprising a function of selecting a gate that can be minimized as the target gate.

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