JP2009012672A - Traveling controller for vehicle - Google Patents

Traveling controller for vehicle Download PDF

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JP2009012672A
JP2009012672A JP2007178379A JP2007178379A JP2009012672A JP 2009012672 A JP2009012672 A JP 2009012672A JP 2007178379 A JP2007178379 A JP 2007178379A JP 2007178379 A JP2007178379 A JP 2007178379A JP 2009012672 A JP2009012672 A JP 2009012672A
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vehicle
future
trajectory
point
locus
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JP4752819B2 (en
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Koji Taguchi
康治 田口
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Toyota Motor Corp
トヨタ自動車株式会社
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Abstract

A travel control device for a vehicle that performs motion control based on a driver's steering input so that the future travel state or travel position of the vehicle matches the driver's intention.
A vehicle travel control apparatus according to the present invention controls a travel locus of a vehicle based on means for detecting a surrounding environment of the vehicle, a means for estimating a future locus of the vehicle, and ambient environment information and the future locus. Means. The traveling locus control means includes means for controlling the movement of the vehicle so that the actual locus of the vehicle matches the point on the future locus where the change of the steering input by the driver is executed based on the surrounding environment information.
[Selection] Figure 5

Description

  The present invention relates to travel control of a vehicle such as an automobile, and more particularly to a travel control device that automatically controls the travel / motion state of a vehicle to provide driving assistance to a driver of the vehicle.

  In recent years, with the advancement of intelligence technology and information technology of vehicles such as automobiles, vehicle control technology that supports driving and traveling of vehicles has been developed to a higher degree than before, and the driving burden on the driver of the vehicle has been reduced. Reduced and improved vehicle safety. For example, using on-vehicle radar, inter-vehicle communication technology, etc., automatically discovers leading vehicles and obstacles that exist in the traveling direction of the vehicle, and appropriately avoids them or maintains a proper inter-vehicle distance. On the road surface of the vehicle using a technique (ACC, for example, see Patent Documents 1 and 2) for issuing a warning to the person or controlling the running / motion of the own vehicle When the left and right white lines are recognized and the vehicle is about to depart from the lane, a warning is issued to the driver (for example, a warning sound, a warning light, an increase in steering torque, etc.), or automatic steering is performed, Techniques for controlling the vehicle to travel in a lane (LKA, see, for example, Patent Document 3) have been proposed. In addition, by using a GPS (Global Positioning System) car navigation system, information on the current position of the host vehicle and information on the surrounding road conditions are acquired, and those information and the driver's long-term hope (destination, arrival time) Etc.) (for example, Japanese Patent Application No. 2006-313258 by the applicant of the present application) or a stimulus amount felt from the driver's vision together with information on the external environment as described above. Based on the above, a technique has been proposed in which a vehicle travel control command is output to eliminate driver discomfort (Patent Document 4).

As described above, in some of the vehicle driving support control using the intelligence technology and information technology of the vehicle as described above, the vehicle's running / motion of the vehicle against disturbances such as obstacle avoidance and crosswinds. Correction is performed automatically. In such automatic control, various types of vehicle motion control technologies such as VSC (Vehicle Stabilization Control), brake assist control, automatic steering control or VDIM (Vehicle Dynamics Integrated Management) control are executed. In order to avoid obstacles and change running conditions, generation or adjustment of yaw moment or braking / driving force is automatically performed.
JP2003-341501 JP2005-100336 JP2002-67998A JP2007-22117

  By the way, normally, the driver of the vehicle operates the vehicle by recognizing the direction or shape of the travel route ahead of the host vehicle (“road alignment”) and the surrounding environment of the host vehicle. Typically, the driver pays attention to a certain point ahead in the direction of travel of the vehicle, and the traveling state of the vehicle (vehicle speed, (Yaw angle, etc.) ・ Steering or accelerating / decelerating the vehicle so that the running position becomes the intended state / position (turning the steering wheel, stepping on the accelerator / brake pedal, etc.) Hereinafter referred to as “steering” or “steering input” .)

  However, the conventional vehicle motion control technology (especially one that automatically adjusts the rudder angle, yaw moment, acceleration / deceleration, etc.) sufficiently reflects the maneuvering according to the reference of the driver's forward gazing point. The control is not executed in the above manner. In the conventional vehicle motion control, what is executed independently, or what is used as part of vehicle driving support control using intelligent technology or information technology, the current state of the vehicle Referring to only (vehicle speed, yaw rate, or understeer / oversteer state index value), each part of the vehicle is automatically controlled to lead the vehicle state to a safe state or a target state from moment to moment Has been. Therefore, in the case of such a control method, the stability or safety of the running state of the vehicle at the moment when the control is executed is ensured, but the contribution of the driver's steering to the movement of the vehicle before the control is performed. Is reduced or surpassed by the action of automatic control. When the motion control as described above is executed, the running state or position of the vehicle several seconds after the driver's steering input is intended based on the reference of the driver's forward gazing point immediately before the steering input. There is a case where it does not agree with the traveling state or position. That is, when considering driving assistance for the driver in the vehicle motion control, the driver's intention of steering should preferably be reflected in the driving state or driving position of the vehicle. The motion control method cannot always provide driving support that matches the driver's intention.

  Thus, one object of the present invention is not to correct the vehicle motion state from time to time with reference to the current state as in the prior art, but also to consider the driver's maneuvering input. It is an object of the present invention to provide a vehicle travel control device that performs motion control so that a future travel state or position matches a driver's intention, and realizes driving support of the vehicle in a more preferable mode than before.

  Another object of the present invention is a vehicle travel control device that realizes driving support for a vehicle as described above, which is a vehicle driving support control that uses vehicle intelligence technology and information technology. It is to provide a travel control device.

  In one aspect, a travel control device for a vehicle that performs driving support for a vehicle according to the present invention includes: an ambient environment detection unit that detects an ambient environment of the vehicle; a future track estimation unit that estimates a future track of the vehicle; And a travel locus control means for controlling the travel locus of the vehicle based on the ambient environment information detected by the ambient environment detection means and the future locus. The travel trajectory control means includes motion control means for controlling the motion of the vehicle so that the actual trajectory of the vehicle coincides with a point on the future trajectory where the change of the steering input to the vehicle by the driver of the vehicle is executed. In the above configuration, the future trajectory of the vehicle is a route that is estimated to be followed by the vehicle when the current running / driving state of the vehicle continues. The future trajectory is typically estimated by an arbitrary method based on the driver's steering input, but is estimated by a control input by another automatic cruise control device mounted on the vehicle or a control input by remote operation. Also good. In addition, the “point” on the future trajectory where the driver of the vehicle executes the change of the steering input to the vehicle is the vehicle traveling / motion from the driver or from any control device (from other than this control device). This corresponds to the limit of the route for which the current request is valid, that is, the last point where the currently estimated future trajectory is valid. Therefore, when the future trajectory is determined based on the driver's steering input, the future trajectory calculated based on the driver's steering input up to now is an effective point, and the driver's steering input If a new is given, a new future trajectory will be calculated. Along with the vehicle path in the “future trajectory”, changes in the vehicle running state quantity such as vehicle speed and yaw rate at that time are also estimated, and changes in the actual vehicle running state quantity are estimated changes. It may be controlled to follow. The actual trajectory of the vehicle is determined based on, for example, car navigation information (for example, vehicle position / traveling direction information captured by GPS) included in the information detected by the surrounding environment information detection means. It's okay. (In this specification, information extracted from car navigation information (such as the vehicle position) is also described as ambient environment information.)

  In the operation of the travel control device of the present invention described above, the future trajectory estimated by the future trajectory estimation means is estimated according to the control amount required for the vehicle. Travel along the trajectory in the future. However, if there is a change in the movement of the vehicle due to a disturbance such as a crosswind or a sudden change in the frictional condition of the road surface, it is currently effective rather than correcting the disturbance of the vehicle's behavior or movement due to the disturbance. At the end point of the future trajectory (the point where the change of the steering input to the vehicle by the driver of the vehicle is executed), the actual trajectory of the vehicle is controlled to match. As a result, even if the movement of the vehicle is disturbed due to disturbance or the like, the vehicle is expected to automatically return to the planned trajectory (that is, the future trajectory), and the driver's own trajectory correction is performed. Is greatly reduced. In other words, the device of the present invention enables driving support for driving the vehicle along the trajectory intended by the driver.

  In the above-described configuration of the present invention, the “point” at which the driver changes the steering input to the vehicle is estimated in advance based on the road alignment of the vehicle during normal vehicle travel. (However, if information that cannot be traveled along the road alignment can be acquired by an arbitrary method, the “point” may be determined according to the information.) Therefore, the “point” may be estimated by superimposing road alignment on the future trajectory. In that case, typically, as already mentioned, the driver gives a corresponding steering input to the vehicle in order to drive the vehicle with an arbitrary forward gazing point, and the input is updated. A point, that is, a position where the future trajectory and the road alignment start to shift may be determined as such a “point”. Actually, since the road alignment detection result and the future trajectory estimation result have errors, the position where both start to be separated by a predetermined distance or more may be determined as the “point”. Further, the “point” where the driver is supposed to change the steering input to the vehicle can be determined based on the road alignment if the vehicle travels along the road alignment. Therefore, regardless of the separation distance between the future trajectory and the road alignment, the driver may change the steering input to the vehicle at the exit of the curved road in the road alignment and the point where the curvature of the road alignment changes. It may be selected as an inferred “point”. In addition, the future trajectory is estimated, and after overlaying the road alignment, the position of the obstacle, the preceding vehicle, the road width or the change of the slope, etc. is detected on the future trajectory in the traveling direction of the vehicle. When it is estimated that the driver changes the steering angle by a predetermined angle or more, changes the acceleration / deceleration by a predetermined amount or changes the amount of depression of the accelerator pedal or the brake pedal by a predetermined amount or more due to the presence of a road condition change, etc. Alternatively, the position of the identified obstacle, road state change, or the like may be estimated as a “point” at which the driver changes the steering input to the vehicle.

  The position of the above-mentioned road alignment, obstacle, road state change, etc. can be obtained by any known established technique in the field of vehicle intelligence technology / information technology using ambient environment detection means. Is possible. The road alignment may typically be obtained from car navigation system information. It is understood that in the apparatus of the present invention, information from the car navigation system may be converted so as to conform to the control of the present invention, and road linear information (coordinates, etc.) may be extracted or calculated. Should be. Positions such as obstacles and changes in road conditions may be detected by using car navigation system information or an in-vehicle video camera / radar device.

  By the way, in one aspect of the travel control device of the present invention described above, the driver changes the steering input to the vehicle at the final point where the future locus estimated at a certain position or time is valid. The point where the control is intended is that the actual trajectory / running state of the vehicle is in line with the driver's wishes during normal driving of the vehicle. In other words, the vehicle's trajectory / running state at the point where the vehicle passes a few seconds after the present, ahead of the current vehicle position, should be in line with the driver's wishes. It is to control the movement of the vehicle. Therefore, the vehicle motion control only needs to be in a state where the trajectory of the vehicle when a certain amount of time has elapsed from the present time is scheduled.

  Thus, according to another aspect of the present invention, the vehicle travel control apparatus according to the present invention includes a surrounding environment detecting means for detecting the surrounding environment of the vehicle and the first vehicle based on the steering input of the driver of the vehicle. A future trajectory estimating means for estimating a future trajectory and a second future trajectory after the first future trajectory, ambient environment information detected by the ambient environment detecting means, and first and second future trajectories And a travel trajectory control means for controlling the travel trajectory of the vehicle based on the travel trajectory control means for controlling the motion of the vehicle included in the travel trajectory control means so that the actual trajectory of the vehicle matches the second future trajectory. As described above, typically, the movement of the vehicle may be controlled using the ambient environment information detected by the ambient environment detection means. Here, the first future trajectory is a trajectory of the vehicle from the current position estimated based on the steering input of the driver of the vehicle up to the present to a certain distance, and the second future The trajectory corresponds to a target trajectory of the vehicle to be finally achieved by the operation of the travel control device of the present invention. Note that the second future trajectory may be determined based on the driving input of the driver of the vehicle, or may be determined based on external information such as road alignment.

  As will be understood from the above description, the travel control device of the present invention is, if necessary, the vehicle trajectory and travel state (vehicle speed, yaw rate, etc.) after the current time point, typically a few seconds later. It can be said that the movement of the vehicle is controlled in accordance with the driver's desire. As already mentioned, conventional vehicle motion control technology is designed to maintain the running stability of the vehicle from moment to moment, so disturbances such as crosswinds occur over a long period (several seconds). In such a case, the action of correcting the traveling track of the vehicle is not obtained, and sufficient driving support is not given to the driver (in the case of LKA, the traveling of the vehicle along the road alignment is realized). However, driving assistance that corrects the track of the vehicle is not provided except when the road has a recognizable white line and travels along the white line. However, according to the above-described configuration of the present invention, even if the movement of the vehicle is disturbed by a disturbance while the vehicle reaches a target point after the current time point, the movement of the vehicle is simply performed at that moment. In addition to maintaining the running stability of the vehicle, the vehicle is controlled to be in the planned or planned state at the target point, and the vehicle trajectory correction is automatically performed. Become. Therefore, with the control device of the present invention, driving assistance that reduces the driver's handling burden on the vehicle to achieve the state intended by the driver (even with a conventional device) is achieved.

  The travel control device of the present invention can be advantageously used as a part of a vehicle travel control plan generation system as exemplified in the aforementioned Japanese Patent Application No. 2006-313258. In the vehicle travel control plan generation system, as already mentioned, the travel of the vehicle is controlled based on the control target of the automatic operation of the vehicle determined based on the surrounding environment and the long-term desire of the driver. If the apparatus of the present invention is incorporated in the motion control part of such a system, not only the driver's long-term desire but also the driver's short-term desire, that is, automatic driving control of the vehicle in consideration of the steering input is achieved. It will be possible. The road alignment used in the travel control of the present invention may be determined based on the travel route by the vehicle travel control plan generation system (for example, when the road is branched).

  Other objects and advantages of the present invention will be in part apparent and pointed out hereinafter.

Vehicle Configuration FIG. 1 schematically shows a vehicle configuration in which a preferred embodiment of a vehicle travel control apparatus according to the present invention is incorporated. Referring to the figure, a vehicle 10 having left and right front wheels 12FL and 12FR and left and right rear wheels 12RL and 12RR is provided with each wheel (in the illustrated example, a rear wheel drive vehicle) according to depression of an accelerator pedal 14. Therefore, a power unit 20 that generates braking / driving force on only the rear wheels, a steering device 30, and a braking unit 40 that generates braking force on each wheel are mounted. In the illustrated example, the power unit 20 is configured such that the rotational braking / driving force output from the engine 22 via the torque converter 24, the automatic transmission 26, the differential gear unit 28, and the like is transmitted to the rear wheels 12RL and 12RR. (It may be an electric type in which an electric motor is used instead of the engine 22 or a hybrid type driving system device having both an engine and an electric motor). The braking / driving force generated by the power unit 20 is appropriately adjusted by an electronic control unit 60 described later when the traveling control of the present invention is executed.

  The steering device 30 steers the front wheels 12FL and 10FR via the tie rods 34L and R in response to the rotation of the steering wheel 32 operated by the driver. The steering device 30 is preferably an “active steering device” that can change the steering angle of the front wheels independently of the driver's steering, and a turning angle varying device 36 is provided in the middle of the steering shaft. The steered angle varying device 36 includes a drive motor therein, and the motor is configured to steer the front wheel steered angle δw regardless of the rotation of the steering wheel 32 under the control of the electronic control device 60 described later. Has been. Steering wheel steering angle δh and wheel steering angle δw are detected by steering angle sensors 32a and 36a, respectively. Although not shown, a rear wheel steering device that steers the rear wheels under the control of the same electronic control device 60 may be provided on the rear wheels.

  The braking device 40 is a hydraulic braking device that can individually generate the braking force of each wheel, and includes an oil reservoir, an oil pump, various valves, etc. (not shown), and a wheel cylinder equipped on each wheel. 42FL, 42FR, 42RL, 42RR, and a hydraulic circuit 48 including a master cylinder 46 that is actuated in response to depression of the brake pedal 44 by the driver, and the brake pressure in each wheel cylinder, that is, each wheel Normally, the braking force is adjusted by the hydraulic circuit 48 in response to the master cylinder pressure. However, when the traveling control of the present invention is executed, as described below, under the control of the electronic control unit 60, The acceleration / deceleration control, VSC or other yaw moment generation control is controlled all at once or individually. Further, in order to control the brake pressure, pressure sensors (not shown) are provided for detecting the master cylinder pressure and the pressures of the wheel cylinders 42FL-42RR, respectively. The braking device may be of any type (for example, an electromagnetic type) as long as the braking force of each wheel can be adjusted individually.

  The electronic control unit 60 for controlling the engine output, the brake pressure of each wheel, that is, the braking force and the wheel steering angle, has a CPU, a ROM, a RAM, and a CPU connected to each other by a bidirectional common bus. A microcomputer having an input / output port device and a driving circuit may be included. In order to carry out the control of the present invention to the control device 60, an accelerator pedal depression amount θa from an accelerator pedal sensor (not shown), a brake pedal depression amount θb from a brake pedal sensor (not shown), a steering wheel (Handle) Steering angle δh, wheel speed Vwi from a wheel speed sensor (not shown) provided for each wheel, pressure Pbi in wheel cylinder 42FL-42RR of each wheel (i = FL, FR, RL, RR) , Front wheel steering angle δw, longitudinal acceleration Gx detected by the longitudinal acceleration sensor 64, lateral acceleration Gy detected by the lateral acceleration sensor 66, yaw rate γ detected by the yaw rate sensor 68, engine speed, intake air amount, etc. Engine operation information Er or the like is input.

  In the illustrated vehicle, a detector (video camera, radar device) 70 for recognizing an obstacle / preceding vehicle in front of the vehicle, a lane shape, etc. as means for acquiring surrounding environment information of the vehicle; A car navigation system 72 is provided that communicates with a GPS satellite to obtain various information. Detection data of the video camera or radar device 70 is transmitted to a data analysis device IP (image processing device or the like) in the electronic control device 60, and the presence or absence of an obstacle in front of the vehicle and its position (self Relative distance / relative speed and direction from the vehicle) and information on the shape of the traveling road surface. On the other hand, the car navigation system generates data such as the position (latitude, longitude) of the host vehicle, the direction of the vehicle body, the road alignment of the traveling road, and transmits the information to the electronic control unit 60. Furthermore, a device for estimating the road surface friction coefficient μ (preferably for each wheel) is incorporated in the electronic control device 60 by any known method, and the road surface friction coefficient μ (Estimation, determination of feedback control command amount, etc.). In addition, parameters necessary for control may be arbitrarily detected and input to the electronic control unit 60 by various sensors.

Overview of Configuration and Operation of Travel Control Device The travel control device according to the present embodiment basically controls the vehicle according to the driver's steering input, that is, the accelerator pedal depression amount θa, the brake pedal depression amount θb, and the steering wheel steering angle δh. In order to control the driving force and the turning direction, the operation of each of the power unit 20, the steering device 30, and the braking device 40 is controlled in a known manner, and the running state of the vehicle is disturbed or disturbed by the influence of a disturbance or the like. When there is, the movement of the vehicle is controlled to compensate for the influence of the disturbance. In this regard, as already described (see the “Disclosure of the Invention” section), when driving a normal vehicle, the driver recognizes the road alignment of the driving route ahead of the host vehicle and the environment surrounding the host vehicle, Maneuvering input is given to the vehicle so that the host vehicle is in a desired trajectory / running state on the forward travel path. Therefore, in the motion control in the present invention, not only simply stabilizing the running state of the vehicle, but also using various vehicle state quantities, surrounding environment information, etc., the trajectory of the vehicle after the current time point, The movement of the vehicle is controlled so that the vehicle speed and the yaw rate match the trajectory, the vehicle speed, and the yaw rate corresponding to the driver's steering input.

  FIG. 2 shows the outline of the configuration of a preferred embodiment of the traveling control apparatus of the present invention in the form of a control block diagram. In the figure, blocks and adders denoted by reference numerals 60a to 61i and 61a to 61c are realized by an arithmetic processing operation according to an internal configuration of the electronic control device 60 and a program stored in the internal storage device. . In the figure, for the sake of simplicity, only the main signal flow is shown.

  Referring to FIG. 2, in the preferred embodiment of the traveling control device of the present invention, first, the driver's required acceleration / deceleration αt is based on the accelerator depression amount θa and the brake depression amount θb, as in the normal traveling control device. Acceleration / deceleration control command determining unit 60a for determining the required braking / driving force Fat generated by the power unit 20 in response to the required acceleration / deceleration αt (the power unit can generate a braking force by engine braking or regenerative braking) or A braking / driving force control command unit 60b that determines a required braking force Fbti generated in each wheel by the braking device 40, and a wheel steering angle control command that determines a target turning angle δwt of the wheel based on the steering angle δh of the steering wheel. And a determination unit 60c. The required braking / driving force Fat, the required braking force Fbti of each wheel, and the target turning angle δwt are transmitted to the drive control device 60d, the braking control device 60e, and the steering control device 60f, respectively, and the control devices 60d to 60f are respectively In any control manner known in the field, the corresponding required value or target value (the braking force Fbti of each wheel may be individually controlled by any control method) is achieved. 20, the braking device 40 and the steering device 30 are operated. Although not shown in the figure, the control devices 60d to 60f perform servo control so that the respective required values or target values coincide with the actual values.

  Further, in the travel control device of the present invention, in addition to the above-described normal configuration, even when a disturbance is applied to the vehicle, the actual vehicle trajectory, vehicle speed, and yaw rate correspond to the driver's steering input. A control block for matching the locus, vehicle speed, and yaw rate is configured. Specifically, as shown in FIG. 2, a future trajectory estimation unit 60g that estimates the future trajectory of the host vehicle and feedback control of the vehicle motion so that the actual trajectory of the vehicle follows the future trajectory. A feedback control command determining unit 60h for determining a feedback control command amount or a feedback compensation amount, a behavior control device 60i for controlling the behavior of the vehicle in response to the feedback control command amount, a requested acceleration / deceleration αt, each wheel Adders 61a to 61c for reflecting the feedback control command amount at each of the required braking force Fbti and the target turning angle δwt are provided.

Generally speaking, as will be described later, the future trajectory estimation unit 60g uses the steering input up to the present time of the driver, that is, the requested acceleration / deceleration αt and the target turning angle δwt, so that the driver Vehicle's future trajectory until a correct steering input is made (coordinate S * of the vehicle's travel trajectory immediately after the vehicle's control input is made, vehicle speed V * and yaw rate γ * when the vehicle travels on the travel trajectory) Is estimated. The feedback control command determination unit 60h compares the actual vehicle trajectory (vehicle position coordinates, vehicle speed, yaw rate) with the estimated future trajectory, and reduces or minimizes the deviation between the two. As a quantity, a compensation amount Δαt of the required acceleration / deceleration αt, a compensation yaw moment Mt for compensating the locus and the yaw rate are generated. The compensation yaw moment Mt is transmitted to the behavior control device 60i, and the compensation amount Δδwt of the target turning angle δwt and / or the compensation amount ΔFbi of the required braking force Fbi to each wheel is generated. Then, the compensation amounts Δαt, ΔFbi, Δδwt thus generated are added to αt, Fbi, δwt in the adders 61a to 61c, respectively, and αt, Fbi, δwt are corrected, and the vehicle motion is corrected. Compensated.

Operation of Future Trajectory Estimation Unit In the above-described future trajectory estimation unit 60g, more specifically,
(I) Estimating coordinates, vehicle speed, and yaw rate of the future trajectory of the vehicle using the requested acceleration / deceleration αt and the target turning angle δwt.
(ii) Superimposition of future trajectory and road alignment acquired from GPS by the car navigation system,
(iii) The point where the driver is estimated to make a new maneuvering input from now and the current future trajectory end point are determined, and the coordinates, vehicle speed, and yaw rate of the estimated future trajectory are sent to the feedback control command determination unit. It is used as appropriate. FIG. 3 shows the processing in the future trajectory estimation unit 60g in the form of a flowchart. The control process shown in the figure may be always executed during driving of the vehicle, but may be executed only when the driver requests the traveling control of the present invention.

First, referring to FIG. 3A, when the operation of the future trajectory estimation unit is started, first, an estimated value of a future valid trajectory (coordinate value S * of the future trajectory, V * , yaw rate value). It is determined whether or not γ * ) is present and the feedback control command determination unit is set to a state where the value can be used (step 10). Since the future locus is not set immediately after the operation of the future locus estimator is started, in this case, the future locus is estimated (step 40).

In the estimation of the future trajectory of step 40, as already described, the requested acceleration / deceleration αt and the target turning angle δwt, which are the steering inputs at that time, are referred to, and these values and the road surface friction coefficient estimation device using motion model of any vehicle on the basis of parameters such as the estimated friction coefficient, then the time (τ = 0) at any time from (tau = .tau.max) coordinates of the trajectory of the vehicle until after the S * ( (τ), a vehicle speed value V * (τ), and a yaw rate value γ * (τ) are estimated ( * represents an estimated value in a future trajectory, and so on). Of these values, the vehicle speed value V * (τ) is typically calculated using vehicle engine output characteristics, power equipment performance specifications, braking system performance specifications, reference vehicle weight, etc. It may be given according to a dynamic calculation method. The yaw rate value γ * (τ) may be given using δwt, V * (τ), etc. according to a general vehicle yaw direction motion model or a steady or quasi-steady turning motion model.

The coordinate value S * (τ) of the vehicle trajectory is in accordance with a yaw motion model of any vehicle in a coordinate system fixed on the ground (for example, Ackerman model or other vehicle trajectory simulation method). Typically, it is given as a coordinate value of the locus of the center of gravity of the vehicle by the estimation calculation. As a coordinate system fixed on the ground, for example, an XY orthogonal coordinate system as illustrated in FIG. 4A may be used. When the coordinate system of the figure is used, first, the center of gravity of the vehicle at the time of trajectory estimation is set to the origin of the coordinate system, and the direction of the velocity vector of the center of gravity of the vehicle at that time is set to the X axis (therefore, the vehicle When the center of gravity of the vehicle is at the origin of the coordinate system, the magnitude of the vehicle yaw angle θ (angle to the longitudinal axis) as seen from the X axis of the coordinate system matches the magnitude of the vehicle slip angle β at that time To do.) Here, if the angle between the X axis and the tangential direction (velocity vector) of the trajectory at an arbitrary point Q on the barycentric trajectory is Ψ (X), Ψ (X) is
Ψ (X) = θ (X) − | β (X) | (1)
The Y coordinate at any X of the centroid trajectory is given by
Y (X) = ∫tanΨ (χ) dχ (2)
[Integral interval is 0 to X]
Expressed as a function of X. The yaw angle θ (X) of the vehicle as viewed from the X axis of the coordinate system is
θ (t) = β (0) + ∫γ * (τ) dτ (3)
[Integral interval is 0 to t]
The slip angle β is a function of the yaw rate γ * and the vehicle speed V * . Therefore, V * (τ), γ * (τ), and X * (τ) at each time τ are sequentially calculated by an arbitrary vehicle motion model, and then correspond to X * at each time τ. Β (X), θ (X) [Expression (3)] is calculated, and then Y * is given as a function of X * by Expression (2). Note that any coordinate system other than those described above may be used to represent the trajectory. What is important is that, when superimposing on the road alignment and calculating the feedback control command value, one of the coordinate values of the trajectory (Y * in the above example), the vehicle speed value V * , and the yaw rate γ * The value can be referred to as a function of the other coordinate value (X * ) of the locus. Each of the estimated values may be given by numerical calculation, and may be configured as a map using the coordinate value X * as a parameter.

Thus, when the coordinates Y * (X * ), the vehicle speed value V * (X * ), and the yaw rate value γ * (X * ) of the future locus between τ = 0 and τmax are determined, they are acquired from the car navigation system 72. Using the current vehicle center-of-gravity position coordinates (Xa GPS , Ya GPS ), the direction of the vehicle speed vector ξ, and the road linear coordinates (Lx GPS , Ly GPS ) A final point where the future trajectory Y * (X * ) estimated at 40 is estimated to be valid, that is, a point where a new steering input is made is estimated (steps 50 and 60).

FIG. 3B shows the processing in step 50-60 in more detail in the form of a flowchart. Referring to FIG. 4, in step 50-60, first, the road linear coordinate values (Lx GPS , Ly GPS ) are converted into values in the coordinate system of FIG. 4A (step 51). ). As will be understood from the above description, the future trajectory Y * (X * ) estimated in step 40 is expressed in a coordinate system with the center of gravity of the (current) vehicle illustrated in FIG. 4A as the origin. while there, the road shape coordinates (Lx GPS, Ly GPS) is represented by GPS coordinates (X GPS -Y GPS coordinate system) (FIG. 4 (B)). Therefore, in step 51,
(Lx GPS, Ly GPS) → (Lx, Ly) ... (4)
(here,
Lx = cosξ · Lx GPS + sinξ · Ly GPS −Xa GPS
Ly = −sinξ · Lx + cosξ · Ly−Ya GPS )
Thus, the coordinate values of the future trajectory Y * (X * ) and the road alignment are represented in the same coordinate system, and both use these coordinate values to express the geometrical relationship between them. The relationship is overlaid in a state where the relationship can be compared.

Thereafter, as understood from the chart of FIG. 3B, the road linear coordinate values (Lx, Ly) and the future trajectory Y * (X * ) are sequentially compared along the X direction. A search is made for a point where the driver gives a new steering input, that is, a valid final point of the currently estimated future trajectory.

  In such a search, (i) a point where the future trajectory begins to deviate from the road alignment, (ii) a point where the curvature of the road alignment is large, (iii) a point where there is information on the curve exit in the road alignment, (iv) A point where it is determined that there is a preceding vehicle or an obstacle by observation of an in-vehicle video camera / radar device or a point where a state such as a road width or a road gradient is determined is searched.

Specifically, first, it is determined whether or not the deviation between the future trajectory Y * (X * ) and Ly (X * ) is a predetermined value or more (step 52). Note that Ly (X * ) represents Ly when Lx = X * . If the future trajectory Y * and the road alignment Ly are separated from each other and start to shift, it is estimated that the driver naturally changes the steering input in order to adjust the vehicle to the road alignment. Therefore,
| Y * (X * ) − Ly (X * ) |> Ymax (5)
(Ymax may be an arbitrarily set constant or a vehicle speed-dependent function.)
Is established, the point is set as an effective final point (Xe * , Ye * ) of the currently estimated future trajectory (step 60). The threshold value Ymax may be determined based on a deviation between the locus estimated by the driver to change the steering angle by a predetermined amount or more and the road alignment, and the value of the threshold value Ymax is determined experimentally or theoretically in advance. It's okay.

Next, regarding the curvature C (X * ) of the road alignment Ly (X * ), in the change ΔC (X * ),
| ΔC (X * ) |> Cmax (6)
It may be determined whether or not is established (step 53). Here, Cmax is a threshold value that is arbitrarily set. Curvature C (X * ) is in the coordinate system of FIG.
C (X * ) = cos [Psi] (X * ). D [Psi] (X * ) / dx (6)
Given by. Therefore, ΔC (X * ) is given by a value obtained by differentiating C (X * ) with respect to X. In actual processing, using the data points adjacent to X * to be inspected, Ψ (X *), C (X *), ΔC (X *) any technique known at the the field of digital computing May be calculated by: If the change in curvature C (X * ) of the road alignment Ly (X * ) is large, the driver is likely to change the steering input (even if the future trajectory is generally aligned with the road alignment). Therefore, when Expression (6) is satisfied, the point is set as an effective final point (Xe * , Ye * ) of the currently estimated future locus (step 60).

Further, it is determined whether or not there is information indicating that the vehicle is exiting at Ly (X * ) (step 54). At the curve exit, the driver is likely to change the steering input. In this case, the point is set as a valid final point (Xe * , Ye * ) of the currently estimated future trajectory. (Step 60).

Next, there is a point on the future trajectory Y * (X * ) where there is a preceding vehicle or obstacle determined by observation with an in-vehicle video camera or radar device, or where the road width or road gradient changes. It is determined whether or not to perform (steps 55a and 55b). The position of the preceding vehicle / obstacle, etc., and the position of the road condition change such as road width / road gradient are usually specified by the on-board video camera / radar device based on the relative position / direction from the host vehicle. It may be specified using the information.

In the process illustrated in FIG. 3 (B), first, the position of the location where the preceding vehicle, obstacle, road width, road gradient, etc. observed in the estimation of the future trajectory are changed is shown in FIG. ) In the coordinate system (Obx, Oby). Then, the deviation between Obx and X * is sequentially checked in the X direction (step 55a). When the deviation is smaller than the threshold value ΔObx, it is further determined whether or not the deviation between Oby and Y * is smaller than the threshold value ΔOby. Inspected (step 55b). Thus, when the conditional expressions of steps 55a and 55b are both established, there are places where the preceding vehicle, obstacles, road width, road gradient, etc. will change on the future trajectory as shown by the star in FIG. Then it can be determined. When the vehicle encounters a changing part such as a preceding vehicle, an obstacle, a road width, or a road slope, the driver is likely to change the steering input. Therefore, the point is set as an effective final point (Xe * , Ye * ) of the currently estimated future trajectory (step 60).

  The position of the obstacle or the road condition change (Obx, Oby) is preferably determined by whether the driver changes the steering angle by a predetermined angle or more, the acceleration / deceleration or the amount of depression of the accelerator pedal or the brake pedal. May be determined based on whether or not the value is changed by a predetermined amount or more. For obstacles, the driver changes the steering angle by more than a predetermined angle when the vehicle approaches the obstacle based on the size of the obstacle, the size of the vehicle, and the relative distance, speed, and direction of the obstacle. Or the relative distance estimated to change the acceleration / deceleration or the depression amount of the accelerator pedal or the brake pedal by a predetermined amount or more is specified as the threshold value (ΔObx, ΔOby) used in step 55a-b. In addition, the road width or the road gradient is considered in step 55a-b when it is estimated that the driver changes the acceleration / deceleration or the amount of depression of the accelerator pedal or the brake pedal more than a predetermined amount corresponding to the change. (The threshold values (ΔObx, ΔOby) may be determined in consideration of the response time of the vehicle). The driver changes the steering angle by more than a predetermined angle (estimated) and changes the distance and direction between the obstacle and the vehicle and the acceleration / deceleration or the amount of depression of the accelerator pedal or brake pedal by a predetermined amount or more The amount of change in road conditions may be determined experimentally or theoretically in advance. Further, in FIG. 3B, only the determination of one position (Obx, Oby) is described, but when there are a plurality of objects that become (Obx, Oby), are each present on the future trajectory? It is determined whether or not.

Thus, while the cycle of FIG. 3B is repeated, the point where the driver is assumed to perform the steering input is not detected by the above determination, and X * = X * max (τ = τmax). (X * ), the last (X * , Y * ) of the estimated future trajectory is set as the final point (Xe * , Ye * ) (step 60).

When the final point of the future locus is determined in step 50-60, the coordinates Y * (X * ), vehicle speed value V * (X * ), and yaw rate value γ * (X * ) of the future locus are set with X as a parameter. Then, it is stored and set so that it can be used as appropriate when calculating the feedback control command amount described later. The cycle of FIG. 3A is repeated while the vehicle is running. Once the future trajectory is set, step 20-when there is a change in the steering input, step 30-the future in which the vehicle is estimated It is maintained until the last point (Xe * , Ye * ) of the trajectory is reached (the vehicle is running).

Regarding the change of the steering input in step 20, when either the required acceleration / deceleration αt or the target turning angle δwt changes by a predetermined value or more than the value at the time of estimating the future trajectory, that is,
| Αt−αt (when estimated) |> αo (7a)
Or | δwt−δwt (when estimated) |> δo (7b)
When any one of the above is established, it may be determined that the steering input has changed. (Αo,
δo is an arbitrarily set threshold value. ).

Whether the vehicle has reached the final point (Xe * , Ye * ) of the estimated future trajectory is expressed by the following equation (4) with respect to the current position (Xa GPS , Ya GPS ) of the vehicle from the car navigation information. The same coordinate conversion is performed, and the X coordinate Xa of the current position after the coordinate conversion is
| Xa |> | Xe * | (8)
Is established (the absolute value is compared because X can be a negative value), it may be determined that the vehicle has reached the final point of the estimated future trajectory.

  Thus, when either step 20 or step 30 is established, a new future trajectory estimation calculation is executed in step 40-60 as described above.

Feedback Control Based on Future Trajectory As already described, in the travel control device of the present invention, the vehicle trajectory, vehicle speed, and yaw rate are determined based on the future trajectory determined based on the driver's steering input and the corresponding vehicle speed / yaw rate. The movement of the vehicle is feedback controlled to match. Such feedback control is performed by a feedback control command determination unit 60h and a behavior control device 60i, as shown in FIG.

In the feedback control command determination unit 60h, first, the current vehicle speed calculated by an arbitrary method from the current position (Xa GPS , Ya GPS ) of the vehicle from the car navigation system 72 and the wheel speed value from the wheel speed sensor. Va and yaw rate γa from the yaw rate sensor are acquired. The coordinate value (Xa GPS , Ya GPS ) of the current position of the vehicle is converted into the value (Xa, Ya) of the coordinate system of the future trajectory currently set by Expression (4). Then, using the X coordinate value Xa of the current center of gravity position of the vehicle as parameters, the coordinate Y * (X * ) of the future locus when X * = Xa, the vehicle speed value V * (X * ), and the yaw rate value γ * ( X * ) (from the future trajectory estimation unit 60g), and corresponding deviations:
Y coordinate: | Y * (X * ) − Ya |
Vehicle speed value: | V * (X *) -Va | ... (9)
Yaw rate value: | γ * (X * ) − γa |
The required acceleration / deceleration αt that reduces or minimizes the feedback compensation amount Δαt and the compensation yaw moment Mt with respect to the target turning angle δwt are calculated. For the calculation of Δαt and Mt, any calculation method known in this field such as PID control or LQI control (optimum regulator) for reducing or minimizing the deviation may be used. When the current acceleration / deceleration, yaw moment, and road surface friction coefficient are used in the calculation of the feedback control amount, the detected value Gxa of the G sensor, the time differential value of the yaw rate γa, and the road surface friction coefficient estimating device The estimated value may be used as appropriate.

  Thus, of the calculated feedback compensation amount, Δαt with respect to the required acceleration / deceleration is added to the required acceleration / deceleration αt from the acceleration / deceleration control command determination unit in the adder 61a (Δαt may be a negative value). .), And is reflected in a command to the drive control device or the brake control device via the braking / driving force control command unit 60b. On the other hand, the compensation yaw moment Mt is transmitted to the behavior control device 60i, where the compensation amount Δδwt for the target turning angle δwt and the compensation amount ΔFbti for the required braking force of each wheel using Mt and other parameters. Is calculated. The calculation of the compensation amounts Δδwt and ΔFbti may be performed according to any VSC technique or VDIM control technique known in the art. Thus, the calculated compensation amounts Δδwt and ΔFbti are added to the respective target values δwt and Fbti so as to be reflected in the control commands to the steering control device 60f and the braking control device 60e, respectively.

  By the way, in an actual vehicle, when a command corresponding to a steering input or a control input is given to a control device or a drive device of each part of the vehicle, it responds to the command with various delays. Further, as described above, in normal vehicle driving, the driver is not in the current position / running state of the vehicle, but in front of the vehicle, typically the position / running of the vehicle several seconds later. Maneuvering is performed assuming that the state is as desired. Therefore, in consideration of these circumstances, in the feedback control of the present invention, it is not the deviation of the current position / running state of the vehicle and the position / running state in the estimated future trajectory. The feedback control may be executed so that the deviation between the position / running state of the vehicle at the time point and the position / running state in the future trajectory is reduced or minimized.

When feedback control is executed by the deviation between the actual value in the vehicle position / running state at the time later than the present time and each value of the estimated future trajectory, first, the current vehicle position (Xa, Ya), acceleration / deceleration value (G sensor value) Gxa, yaw rate γa, wheel rudder angle sensor value δwa, vehicle speed value Va, etc. The X coordinate value X (ν), vehicle speed V (ν), and yaw rate γ (ν) on the trajectory of the vehicle after an arbitrary time ν has passed as it is as the running state of the vehicle is estimated. The Y coordinate value Y (ν) of the center of gravity of the vehicle after ν is determined. Then, the future locus coordinates Y * (X * ), vehicle speed value V * (X * ), and yaw rate value γ * (X * ) when X * = X (ν) are called (from the future locus estimation unit 60g). , As in the case of equation (9), the corresponding deviations:
Y coordinate: | Y * (X * ) − Y (ν) |
Vehicle speed value: | V * (X * ) − V (ν) | (9a)
Yaw rate value: | γ * (X *) -γ (ν) |
Is determined, and the feedback control amount is executed according to PID control or LQI control so that the deviation of the equation (9a) is reduced or minimized, and is used as the compensation amount of the control devices 60d to 60f.

The above time ν may be set experimentally or theoretically in consideration of response characteristics with respect to the steering input or control input of the vehicle. In this regard, in the control of the present invention, it is finally possible to perform control so that the vehicle trajectory / running state matches the future trajectory at the final point (Xe * , Ye * ) of the current future trajectory. Since it is a target, the time ν may be a point in time when X (ν) = Xe * .

Example Figure 5 travel locus of the feedback control when the vehicle based on the future trajectory shows an example of the travel path of the vehicle when the feedback control based on the future trajectory by the running control device of the present invention was performed is there. With reference to the figure, when the vehicle enters a curved road (lower left), the future trajectory estimation unit 60g estimates and calculates the future trajectory (solid thin line) according to the steering input at that time. And when a vehicle does not receive any disturbance, it will drive | work along the future locus | trajectory. However, when a side wind disturbance or the like acts on the vehicle while traveling on a curved road as shown in the figure, the trajectory of the vehicle swells outward from the turn (solid thick line). In this state, when the feedback control based on the future trajectory according to the present invention is not executed, the future trajectory, that is, the trajectory desired by the driver remains swollen outward as shown by the dotted line. And will continue to run. On the other hand, when feedback control based on the future trajectory is executed, the deviation between the actual trajectory and the future trajectory is reduced or minimized, so that the actual trajectory is returned to the future trajectory as shown by the bold line. It will be.

  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

For example, in the above-described future locus estimation process, the final point (Xe * , Ye * ) is set according to road alignment and other conditions, but the final point (Xe * , Ye * ) is always set as the future locus. The last point (Xmax * , Ymax * ) may be used. The trajectory up to the last point of the future trajectory in this case is the first future trajectory described in the column of disclosure of the invention, and the last point (Xmax * , Ymax * ) corresponds to the second future trajectory. Further, in this case, the processing of steps 50-60 is omitted, and when the future trajectory estimation is executed for a long time, the estimation and setting of the future trajectory is actually executed when there is a change in the steering input. Is done. In the feedback control, an actual locus of X (ν) = Xmax * is estimated, and the Y coordinate value Y (ν), vehicle speed value V (ν), and yaw rate value γ (ν) at that time are expressed as Y Control may be executed so as to coincide with * (Xmax * ), vehicle speed value V * (Xmax * ), and yaw rate value γ * (Xmax * ).

  In the above embodiment, the trajectory coordinate value, the vehicle speed value, and the yaw rate value are controlled to match the future trajectory. However, the future trajectory of the trajectory coordinate value and the slip angle or yaw angle is estimated, and the actual trajectory. The feedback control may be executed so as to match the above.

FIG. 1 is a schematic diagram of a vehicle equipped with a travel control apparatus according to a preferred embodiment of the present invention. FIG. 2 shows the internal configuration of the travel control apparatus according to the preferred embodiment of the present invention in the form of control blocks. FIG. 3A shows the flow of the process in the future trajectory estimation unit in the form of a flowchart. FIG. 3B shows the process in step 50-60 of FIG. The flow is shown in detail. FIG. 4A shows a coordinate system used when estimating the future trajectory and comparing the future trajectory (actual curve) and the road alignment (dashed line) in the travel control device of the present invention. is there. FIG. 4B is a diagram showing the relationship between the GPS coordinate system and the coordinate system of FIG. FIG. 5 shows an example of the trajectory of the vehicle when subjected to a crosswind disturbance during turning. The solid line is the future trajectory estimated based on the steering input, the dotted line is the trajectory when the feedback control based on the future trajectory is not executed after receiving the lateral wind disturbance (conventional technology), and the solid line is subjected to the lateral wind disturbance After that, a trajectory (the present invention) when feedback control based on the future trajectory is executed is shown.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Vehicle 12FL-12RR ... Wheel 14 ... Accelerator pedal 20 ... Power unit 30 ... Steering device 32 ... Steering wheel 36 ... Steering angle variable device 40 ... Braking device 42FL-42RR ... Wheel cylinder 44 ... Brake pedal 48 ... Hydraulic circuit 60 ... Electronic controller 64 ... Longitudinal acceleration sensor 66 ... Lateral acceleration sensor 68 ... Yaw rate sensor 70 ... Video camera or radar device 72 ... Car navigation system

Claims (12)

  1.   A travel control device for a vehicle, the ambient environment detection means for detecting the ambient environment of the vehicle, the future trajectory estimation means for estimating the future trajectory of the vehicle, and the ambient environment information detected by the ambient environment detection means Travel trajectory control means for controlling the travel trajectory of the vehicle based on the future trajectory, wherein the travel trajectory control means changes the steering input to the vehicle by the driver of the vehicle when the actual trajectory of the vehicle is And a motion control means for controlling the motion of the vehicle so as to coincide with a point on the future trajectory on which is executed.
  2.   2. The apparatus according to claim 1, wherein the future trajectory estimating means estimates the future trajectory based on the driver's steering input.
  3.   2. The apparatus according to claim 1, wherein the ambient environment information detected by the ambient environment detection means includes a road alignment of a road on which the vehicle travels, and the point is estimated by superimposing the road alignment on the future locus. The apparatus characterized by being made.
  4.   4. The apparatus according to claim 3, wherein the point is a point where the future trajectory and the road alignment start to be separated from each other by a predetermined distance or more.
  5.   4. The apparatus according to claim 3, wherein the steering input includes a steering angle of the vehicle, and the steering angle is changed by a predetermined angle or more when the point overlaps the future locus and the road alignment. A device characterized by an estimated point.
  6.   4. The apparatus according to claim 3, wherein when the steering input includes an acceleration / deceleration of the vehicle and the point overlaps the future locus and the road alignment, the acceleration / deceleration is changed by a predetermined amount or more. A device characterized by an estimated point.
  7.   4. The apparatus according to claim 3, wherein the steering input includes an amount of depression of an accelerator pedal or a brake pedal of the vehicle, and the accelerator pedal or the brake when the point overlaps the future locus and the road alignment. The device is a point where the pedal depression amount is estimated to be changed by a predetermined amount or more.
  8.   4. The apparatus according to claim 3, wherein the ambient environment information includes car navigation system information, and the road alignment is obtained from the car navigation system information.
  9.   4. The apparatus of claim 3, wherein the point is an exit of a curved road.
  10.   4. The apparatus according to claim 3, wherein the point is a point where a curvature of road alignment of the vehicle changes.
  11.   The apparatus according to claim 1, wherein the ambient environment information includes car navigation system information, and an actual trajectory of the vehicle is determined based on the car navigation system information.
  12.   A travel control device for a vehicle, comprising: an ambient environment detection unit that detects an ambient environment of the vehicle; a first future locus of the vehicle based on a steering input of the driver of the vehicle; and the first future locus A future trajectory estimating means for estimating a second future trajectory later, a travel trajectory of the vehicle based on the ambient environment information detected by the ambient environment detecting means and the first and second future trajectories. A travel locus control means for controlling, and the travel locus control means includes a motion control means for controlling the movement of the vehicle so that the actual locus of the vehicle matches the second future locus. Features device.
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JP2012025271A (en) * 2010-07-23 2012-02-09 Toyota Motor Corp Traveling control device of vehicle
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WO2018173909A1 (en) * 2017-03-24 2018-09-27 日立オートモティブシステムズ株式会社 Self-driving control device
WO2019167511A1 (en) * 2018-02-28 2019-09-06 ソニー株式会社 Mobile body control device and mobile body control method

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Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012017050A (en) * 2010-07-09 2012-01-26 Toyota Motor Corp Traveling control device of vehicle
JP2012025271A (en) * 2010-07-23 2012-02-09 Toyota Motor Corp Traveling control device of vehicle
JP2012030693A (en) * 2010-07-30 2012-02-16 Toyota Motor Corp Traveling control device of vehicle
EP2426034A2 (en) 2010-09-03 2012-03-07 Scania CV AB Control system and control method for vehicles
JP2012056512A (en) * 2010-09-10 2012-03-22 Toyota Motor Corp Traveling control device of vehicle
WO2012128232A1 (en) * 2011-03-23 2012-09-27 トヨタ自動車株式会社 Vehicle information processing device
CN103217165B (en) * 2012-01-19 2018-05-29 沃尔沃汽车公司 Driver assistance system
CN103217165A (en) * 2012-01-19 2013-07-24 沃尔沃汽车公司 Driver assisting system
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WO2014006759A1 (en) * 2012-07-06 2014-01-09 トヨタ自動車株式会社 Traveling control device for vehicle
US9399464B2 (en) 2012-07-06 2016-07-26 Toyota Jidosha Kabushiki Kaisha Vehicle cruise control device
CN104411558A (en) * 2012-07-06 2015-03-11 丰田自动车株式会社 Traveling control device for vehicle
JP2016514317A (en) * 2013-03-12 2016-05-19 インリア・インスティテュート・ナショナル・ドゥ・ルシェルチェ・アン・インフォマティック・エ・アン・アートマティックInria Institut National De Recherche En Informatique Et En Automatique System and method for evaluating abnormal driving behavior of a vehicle traveling on a road
WO2018173909A1 (en) * 2017-03-24 2018-09-27 日立オートモティブシステムズ株式会社 Self-driving control device
WO2019167511A1 (en) * 2018-02-28 2019-09-06 ソニー株式会社 Mobile body control device and mobile body control method

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