JP2017081432A - Vehicle control apparatus, vehicle control method, and vehicle control program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control apparatus, a vehicle control method, and a vehicle control program, which enable movement of a vehicle to a desired position at desired timing.SOLUTION: A vehicle control apparatus includes: a first determination part for determining a first target vehicular speed of a vehicle itself for timing after a first given period; a second determination part for determining a second vehicular speed of the vehicle itself for timing after a second given period that is shorter than the first given period on the basis of acceleration or jerk based on the first target vehicular speed; and a drive control part for controlling driving of the vehicle itself on the basis of the second vehicular speed determined by the second determination part.SELECTED DRAWING: Figure 2

Description

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

  In recent years, research has been conducted on technologies for automatically driving vehicles such as four-wheel vehicles. In this connection, when the driver operates the instruction means for instructing the start of the automatic driving of the host vehicle, the setting means for setting the destination of automatic driving, and the instruction means by the driver, Determining means for determining an automatic driving mode based on whether or not the destination is set, and a control means for controlling vehicle travel based on the automatic driving mode determined by the determining means, When the destination is not set, the determination means determines whether the automatic driving mode is automatic driving or automatic stopping that travels along the current traveling path of the host vehicle. (For example, refer to Patent Document 1).

International Publication No. 2011/158347 Pamphlet

  However, in the conventional technique, there is a case where it cannot be moved to a desired position at a desired timing.

  The present invention has been made in view of such circumstances, and provides a vehicle control device, a vehicle control method, and a vehicle control program capable of moving a vehicle to a desired position at a desired timing. One of the purposes.

  The invention according to claim 1 includes a first determination unit (114, 128) for determining a first target vehicle speed of the host vehicle after a first predetermined time, and an acceleration or jump based on the first target vehicle speed. And a second determination unit (114, 128) for determining a second target vehicle speed of the host vehicle after a second predetermined time shorter than the first predetermined time, and the second determination unit. And a drive control unit (130) that controls driving of the host vehicle based on the second target vehicle speed.

  According to a second aspect of the present invention, in the vehicle control device according to the first aspect, the first determination unit performs the first determination of the host vehicle after a first predetermined time from the arrival of the predetermined period for each predetermined period. The second target vehicle speed is determined, and the second determination unit repeatedly determines the second target vehicle speed of the host vehicle after a second predetermined time shorter than the first predetermined time.

  According to a third aspect of the present invention, in the vehicle control device according to the second aspect of the present invention, the vehicle control device further includes a vehicle speed detection unit that detects a vehicle speed of the host vehicle, and the second determination unit is configured to perform the first predetermined determination from a current time Of the vehicle speeds set corresponding to a plurality of times set for each sampling period that divides up to time, the vehicle speed after the second predetermined time is set as the second target vehicle speed.

  According to a fourth aspect of the present invention, in the vehicle control device according to the third aspect, the vehicle control device further includes a vehicle speed detecting unit that detects a vehicle speed of the host vehicle, and the vehicle speed set corresponding to a plurality of times is the vehicle speed. It is obtained under the condition that the acceleration continuously changes at every sampling period until the vehicle speed of the host vehicle detected by the detection unit reaches the first target vehicle speed.

  According to a fifth aspect of the present invention, in the vehicle control device according to the third aspect, the vehicle speed set corresponding to a plurality of times is the vehicle speed of the host vehicle detected by the vehicle speed detection unit as a first target. It is obtained under the condition that the speed continuously changes at every sampling period until the vehicle speed is reached.

  In the invention according to claim 6, the in-vehicle computer determines the first target vehicle speed of the host vehicle after the first predetermined time, and based on the acceleration or jerk based on the first target vehicle speed, In the vehicle control method, a second target vehicle speed of the host vehicle after a second predetermined time shorter than the first predetermined time is determined, and driving of the host vehicle is controlled based on the second target vehicle speed.

  The invention according to claim 7 causes the in-vehicle computer to determine the first target vehicle speed of the host vehicle after the first predetermined time, and based on the acceleration or jerk based on the first target vehicle speed, A vehicle control program for determining a second target vehicle speed of a host vehicle after a second predetermined time shorter than a first predetermined time and controlling driving of the host vehicle based on the second target vehicle speed.

  According to the first, sixth, and seventh aspects of the present invention, the vehicle speed can be controlled with high accuracy by determining the second target vehicle speed of the host vehicle after the second predetermined time shorter than the first predetermined time. The vehicle can be moved to a desired position at a desired timing.

  According to the second aspect of the present invention, since the determination of the first target vehicle speed and the second target vehicle speed is repeated every predetermined cycle, the vehicle is driven based on the second target vehicle speed every predetermined cycle. Therefore, the vehicle can be moved to a desired position at a desired timing with higher accuracy.

  According to the third, fourth, and fifth aspects of the invention, the vehicle speed corresponding to the second predetermined time out of the vehicle speeds up to the first target vehicle speed is determined as the second target vehicle speed. Even if the second predetermined time is set at an arbitrary time of the predetermined times, the vehicle can be driven based on the target vehicle speed corresponding to the second predetermined time.

It is a figure which shows the component which the vehicle by which the vehicle control apparatus 100 which concerns on 1st Embodiment is mounted has. It is a functional lineblock diagram of self-vehicles M centering on vehicle control device 100 concerning a 1st embodiment. It is a figure which shows a mode that the relative position of the own vehicle M with respect to the driving lane L1 is recognized by the own vehicle position recognition part. It is a figure which shows an example of the action plan produced | generated about a certain area. It is a figure which shows an example of the 1st track | orbit produced | generated by the 1st track | orbit production | generation part 112. FIG. It is a figure which shows a mode that the target position setting part 122 in 1st Embodiment sets the target area | region TA. It is a figure which shows a mode that the 2nd track generation part 126 in 1st Embodiment produces | generates a track. In embodiment, it is a figure which shows the relationship between the target arrival position Kt and the target sampling position K, the target arrival speed Vt, the target speed v, and time. It is a figure which shows the flow of the process which sets the speed of a locus | trajectory by the speed setting part (114 and 128) of embodiment. It is a figure which shows the relationship between the 1st predetermined time which produces | generates a track | orbit, and the 2nd predetermined time which calculates target speed v (i) in embodiment.

  Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a vehicle control program of the present invention will be described with reference to the drawings.

[Vehicle configuration]
FIG. 1 is a diagram illustrating components included in a vehicle (hereinafter referred to as a host vehicle M) on which the vehicle control device 100 according to the first embodiment is mounted. The vehicle on which the vehicle control device 100 is mounted is, for example, a motor vehicle such as a two-wheel, three-wheel, or four-wheel vehicle, and a vehicle using an internal combustion engine such as a diesel engine or a gasoline engine as a power source, or an electric vehicle using a motor as a power source. And a hybrid vehicle having an internal combustion engine and an electric motor. Moreover, the electric vehicle mentioned above drives using the electric power discharged by batteries, such as a secondary battery, a hydrogen fuel cell, a metal fuel cell, and an alcohol fuel cell, for example.

  As shown in FIG. 1, the vehicle M includes a finder 20-1 to 20-7, a radar 30-1 to 30-6, a sensor such as a camera 40, a navigation device 50, and the vehicle control device 100 described above. And will be installed. The finders 20-1 to 20-7 are, for example, LIDAR (Light Detection and Ranging) that measures scattered light with respect to irradiation light and measures the distance to the target. For example, the finder 20-1 is attached to a front grill or the like, and the finders 20-2 and 20-3 are attached to a side surface of a vehicle body, a door mirror, the inside of a headlamp, a side lamp, and the like. The finder 20-4 is attached to a trunk lid or the like, and the finders 20-5 and 20-6 are attached to the side surface of the vehicle body, the interior of the taillight, or the like. The above-described finders 20-1 to 20-6 have a detection area of about 150 degrees in the horizontal direction, for example. The finder 20-7 is attached to a roof or the like. The finder 20-7 has a detection area of 360 degrees in the horizontal direction, for example.

  The above-described radars 30-1 and 30-4 are, for example, long-range millimeter wave radars having a detection area in the depth direction wider than other radars. Radars 30-2, 30-3, 30-5, and 30-6 are medium-range millimeter-wave radars that have a narrower detection area in the depth direction than radars 30-1 and 30-4. Hereinafter, when the finders 20-1 to 20-7 are not particularly distinguished, they are simply referred to as “finder 20”, and when the radars 30-1 to 30-6 are not particularly distinguished, they are simply referred to as “radar 30”. The radar 30 detects an object by, for example, an FM-CW (Frequency Modulated Continuous Wave) method.

  The camera 40 is a digital camera using an individual image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor). The camera 40 is attached to the upper part of the front windshield, the rear surface of the rearview mirror or the like. For example, the camera 40 periodically images the front of the host vehicle M repeatedly.

  The configuration illustrated in FIG. 1 is merely an example, and a part of the configuration may be omitted, or another configuration may be added.

  FIG. 2 is a functional configuration diagram of the host vehicle M around the vehicle control device 100 according to the first embodiment. In addition to the finder 20, the radar 30, and the camera 40, the host vehicle M includes a navigation device 50, a vehicle sensor 60, an operation device 70, an operation detection sensor 72, a changeover switch 80, and a travel driving force output device 90. The steering device 92, the brake device 94, and the vehicle control device 100 are mounted. These devices and devices are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like.

  The navigation device 50 includes a GNSS (Global Navigation Satellite System) receiver, map information (navigation map), a touch panel display device that functions as a user interface, a speaker, a microphone, and the like. The navigation device 50 identifies the position of the host vehicle M using the GNSS receiver, and derives a route from the position to the destination specified by the user. The route derived by the navigation device 50 is stored in the storage unit 150 as route information 154. The position of the host vehicle M may be specified or supplemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 60. In addition, the navigation device 50 guides the route to the destination by voice or navigation display when the vehicle control device 100 is executing the manual operation mode. The configuration for specifying the position of the host vehicle M may be provided independently of the navigation device 50. Moreover, the navigation apparatus 50 may be implement | achieved by one function of terminal devices, such as a smart phone and a tablet terminal which a user holds, for example. In this case, information is transmitted and received between the terminal device and the vehicle control device 100 by radio or communication. The configuration for specifying the position of the host vehicle M may be provided independently of the navigation device 50.

  The vehicle sensor 60 includes a vehicle speed sensor that detects a vehicle speed, an acceleration sensor that detects acceleration, a yaw rate sensor that detects an angular velocity around a vertical axis, a direction sensor that detects the direction of the host vehicle M, and the like.

  The traveling driving force output device 90 includes an engine and an engine ECU (Electronic Control Unit) that controls the engine, for example, when the host vehicle M is an automobile using an internal combustion engine as a power source. The traveling driving force output device 90 includes a traveling motor and a motor ECU that controls the traveling motor when the host vehicle M is an electric vehicle using an electric motor as a power source. The traveling driving force output device 90 includes an engine, an engine ECU, a traveling motor, and a motor ECU when the host vehicle M is a hybrid vehicle. When the travel driving force output device 90 includes only the engine, the engine ECU adjusts the throttle opening, shift stage, etc. of the engine in accordance with information input from the travel control unit 130, which will be described later, and travel for the vehicle to travel. Outputs driving force (torque). Further, when the travel driving force output device 90 includes only the travel motor, the motor ECU adjusts the duty ratio of the PWM signal given to the travel motor according to the information input from the travel control unit 130, and the travel drive described above. Output force. Further, when the traveling driving force output device 90 includes an engine and a traveling motor, both the engine ECU and the motor ECU control the traveling driving force in cooperation with each other according to information input from the traveling control unit 130.

  The steering device 92 includes, for example, an electric motor, a steering torque sensor, a steering angle sensor, and the like. The electric motor changes the direction of the steering wheel by applying a force to a rack and pinion function or the like, for example. The steering torque sensor detects, for example, twisting of the torsion bar when the steering wheel is operated as steering torque (steering force). The steering angle sensor detects, for example, a steering steering angle (or actual steering angle). The steering device 92 drives the electric motor according to the information input from the travel control unit 130 and changes the direction of the steering wheel.

  The brake device 94 includes a master cylinder to which a brake operation performed on the brake pedal is transmitted as hydraulic pressure, a reservoir tank that stores brake fluid, a brake actuator that adjusts a braking force output to each wheel, and the like. The brake device 94 controls the brake actuator and the like so that the brake torque according to the pressure of the master cylinder is output to each wheel according to the information input from the travel control unit 130. The brake device 94 is not limited to the electronically controlled brake device that operates by the hydraulic pressure described above, but may be an electronically controlled brake device that operates by an electric actuator.

  The operation device 70 includes, for example, an accelerator pedal, a steering wheel, a brake pedal, a shift lever, and the like. The operation device 70 is provided with an operation detection sensor 72 that detects the presence / absence and amount of operation by the driver. The operation detection sensor 72 includes, for example, an accelerator opening sensor, a steering torque sensor, a brake sensor, a shift position sensor, and the like. The operation detection sensor 72 outputs the accelerator opening, steering torque, brake pedal stroke, shift position, and the like as detection results to the travel control unit 130. Instead of this, the detection result of the operation detection sensor 72 may be directly output to the travel driving force output device 90, the steering device 92, or the brake device 94.

  The changeover switch 80 is a switch operated by a driver or the like. The changeover switch 80 may be, for example, a mechanical switch installed on a steering wheel, a garnish (dashboard), or a GUI (Graphical User Interface) switch provided on the touch panel of the navigation device 50. Good. The changeover switch 80 receives an operation of a driver or the like, generates a control mode designation signal that designates the control mode by the traveling control unit 130 as either the automatic driving mode or the manual driving mode, and outputs the control mode designation signal to the control switching unit 140. . As described above, the automatic operation mode is an operation mode that travels in a state where the driver does not perform an operation (or the operation amount is small or the operation frequency is low compared to the manual operation mode), and more specifically. Is an operation mode in which a part or all of the driving force output device 90, the steering device 92, and the brake device 94 are controlled based on the action plan.

[Vehicle control device]
Hereinafter, the vehicle control apparatus 100 will be described. The vehicle control device 100 includes, for example, a host vehicle position recognition unit 102, an external environment recognition unit 104, an action plan generation unit 106, a travel mode determination unit 110, a first track generation unit 112, and a lane change control unit 120. The travel control unit 130, the control switching unit 140, and the storage unit 150 are provided. One of the vehicle position recognition unit 102, the external environment recognition unit 104, the action plan generation unit 106, the travel mode determination unit 110, the first track generation unit 112, the lane change control unit 120, the travel control unit 130, and the control switching unit 140. These are all software function units that function when a processor such as a CPU (Central Processing Unit) executes a program. Also, some or all of these may be hardware function units such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), or FPGA (Field-Programmable Gate Array). The storage unit 150 is realized by a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), a flash memory, or the like. The program executed by the processor may be stored in the storage unit 150 in advance, or may be downloaded from an external device via an in-vehicle internet facility or the like. Further, the portable storage medium storing the program may be installed in the storage unit 150 by being mounted on a drive device (not shown).

  The own vehicle position recognition unit 102 is based on the map information 152 stored in the storage unit 150 and information input from the finder 20, the radar 30, the camera 40, the navigation device 50, or the vehicle sensor 60. Recognizes the lane in which the vehicle is traveling (the traveling lane) and the relative position of the host vehicle M with respect to the traveling lane. The map information 152 is, for example, map information with higher accuracy than the navigation map included in the navigation device 50, and includes information on the center of the lane or information on the boundary of the lane. More specifically, the map information 152 includes road information, traffic regulation information, address information (address / postal code), facility information, telephone number information, and the like. Road information includes information indicating types of roads such as expressways, toll roads, national roads, prefectural roads, the number of road lanes, the lane center line calculated from the width of each lane, road gradient, road position ( 3D coordinates including longitude, latitude, and height), curvature of the lane curve, lane merging and branch point positions, and information such as signs provided on the road. The traffic regulation information includes information that the lane is blocked due to construction, traffic accidents, traffic jams, or the like.

  FIG. 3 is a diagram illustrating how the vehicle position recognition unit 102 recognizes the relative position of the vehicle M with respect to the travel lane L1. The own vehicle position recognizing unit 102 makes, for example, a line connecting the deviation OS of the reference point (for example, the center of gravity) of the own vehicle M from the travel lane center CL and the travel lane center CL in the traveling direction of the own vehicle M. The angle θ is recognized as a relative position of the host vehicle M with respect to the traveling lane L1. Instead, the host vehicle position recognition unit 102 recognizes the position of the reference point of the host vehicle M with respect to any side end of the host lane L1 as the relative position of the host vehicle M with respect to the traveling lane. Also good.

  The external environment recognition unit 104 recognizes the position of the surrounding vehicle and the state such as speed and acceleration based on information input from the finder 20, the radar 30, the camera 40, and the like. The peripheral vehicle in the present embodiment is a vehicle that travels around the host vehicle M and travels in the same direction as the host vehicle M. The position of the surrounding vehicle may be represented by a representative point such as the center of gravity or corner of the other vehicle, or may be represented by a region expressed by the contour of the other vehicle. The “state” of the surrounding vehicle is information indicating the state of the surrounding vehicle based on the information of the various devices, and for example, whether the surrounding vehicle is accelerated, whether the lane is changed (or whether the lane is being changed). Or). In addition to the surrounding vehicles, the external environment recognition unit 104 may recognize the positions of guardrails, utility poles, parked vehicles, pedestrians, and other objects.

  The action plan generation unit 106 generates an action plan in a predetermined section. The predetermined section is, for example, a section that passes through a toll road such as an expressway among the routes derived by the navigation device 50. Not only this but the action plan production | generation part 106 may produce | generate an action plan about arbitrary sections.

  The action plan is composed of, for example, a plurality of events that are sequentially executed. Examples of the event include a deceleration event for decelerating the host vehicle M, an acceleration event for accelerating the host vehicle M, a lane keeping event for driving the host vehicle M so as not to deviate from the traveling lane, and a lane change event for changing the traveling lane. In the overtaking event in which the own vehicle M overtakes the preceding vehicle, in the branch event in which the own vehicle M is changed so as not to deviate from the current driving lane, or in the lane junction point A merging event for accelerating / decelerating the vehicle M and changing the traveling lane is included. For example, when a junction (branch point) exists on a toll road (for example, an expressway), the vehicle control device 100 changes the lane so that the host vehicle M travels in the direction of the destination in the automatic driving mode. Need to maintain lanes. Therefore, when it is determined that the junction exists on the route with reference to the map information 152, the action plan generation unit 106 from the current position (coordinates) of the host vehicle M to the position (coordinates) of the junction. In the meantime, a lane change event is set for changing the lane to a desired lane that can proceed in the direction of the destination. Information indicating the action plan generated by the action plan generation unit 106 is stored in the storage unit 150 as action plan information 156.

  FIG. 4 is a diagram illustrating an example of an action plan generated for a certain section. As shown in the figure, the action plan generation unit 106 classifies scenes that occur when traveling according to a route to a destination, and generates an action plan so that an event corresponding to each scene is executed. In addition, the action plan production | generation part 106 may change an action plan dynamically according to the condition change of the own vehicle M. FIG.

  For example, the action plan generation unit 106 may change (update) the generated action plan based on the state of the outside world recognized by the outside world recognition unit 104. In general, while the vehicle is traveling, the state of the outside world constantly changes. In particular, when the host vehicle M travels on a road including a plurality of lanes, the distance between the other vehicles changes relatively. For example, when the vehicle ahead is decelerated by applying a sudden brake, or when a vehicle traveling in an adjacent lane enters the front of the host vehicle M, the host vehicle M determines the behavior of the preceding vehicle or the adjacent lane. It is necessary to travel while appropriately changing the speed and lane according to the behavior of the vehicle. Therefore, the action plan generation unit 106 may change the event set for each control section in accordance with the external state change as described above.

  Specifically, the action plan generation unit 106 determines that the speed of the other vehicle recognized by the external recognition unit 104 during traveling of the vehicle exceeds a threshold value or the direction of movement of the other vehicle traveling in the lane adjacent to the own lane is autonomous. When the vehicle heads in the lane direction, the event set in the driving section where the host vehicle M is scheduled to travel is changed. For example, when the event is set so that the lane change vent is executed after the lane keep event, the vehicle is more than the threshold from the rear of the lane to which the lane is changed during the lane keep event according to the recognition result of the external recognition unit 104. When it is determined that the vehicle has traveled at the speed of, the action plan generation unit 106 changes the event next to the lane keep event from a lane change to a deceleration event, a lane keep event, or the like. As a result, the vehicle control device 100 can avoid the host vehicle M from colliding with the lane change destination vehicle. As a result, the vehicle control device 100 can safely drive the host vehicle M safely even when a change occurs in the external environment.

[Lane Keep Event]
When the lane keeping event included in the action plan is executed by the travel control unit 130, the travel mode determination unit 110 is one of constant speed travel, follow-up travel, deceleration travel, curve travel, obstacle avoidance travel, etc. The travel mode is determined. For example, the traveling mode determination unit 110 determines the traveling mode to be constant speed traveling when there is no other vehicle ahead of the host vehicle. In addition, the travel mode determination unit 110 determines the travel mode to follow running when traveling following the preceding vehicle. In addition, the travel mode determination unit 110 determines the travel mode to be decelerated when the external environment recognition unit 104 recognizes deceleration of the preceding vehicle or when an event such as stopping or parking is performed. In addition, the travel mode determination unit 110 determines the travel mode to be a curve travel when the outside recognition unit 104 recognizes that the host vehicle M has reached a curved road. In addition, when the outside recognition unit 104 recognizes an obstacle in front of the host vehicle M, the driving mode determination unit 110 determines the driving mode as obstacle avoidance driving.

  The first track generation unit 112 generates a track of the host vehicle M based on the travel mode determined by the travel mode determination unit 110. The first track generation unit 112, when the host vehicle M travels based on the travel mode determined by the travel mode determination unit 110, a future target arrival position Kt that the host vehicle M is supposed to reach, and A trajectory is generated by calculating a set (trajectory) of n points (target sampling positions K) sampled every predetermined time until reaching the target arrival position Kt. The first trajectory generation unit 112 includes a speed setting unit 114. The speed setting unit 114 sets a target arrival speed Vt when the host vehicle M reaches the target arrival position Kt, and a target speed v (i) target speed when the host vehicle M reaches the target sampling position K (i). Note that i is an arbitrary natural number larger than 1 and smaller than n of the position K (n) corresponding to the target arrival position Kt.

  FIG. 5 is a diagram illustrating an example of a trajectory generated by the first trajectory generator 112. As shown in FIG. 5A, for example, the first trajectory generation unit 112 uses the current position K (0) of the host vehicle M as a reference every time a predetermined time Δt elapses from the current time. Future target sampling positions such as K (2), K (3),... K (n) are set as the track of the host vehicle M. Hereinafter, when these target sampling positions are not distinguished, they are simply expressed as “target sampling positions K”. For example, the number of target sampling positions K is determined according to a target arrival time T1 that is a time from the current time until the host vehicle M reaches a target arrival position Kt (not shown) that is the end point position of the track. For example, when the target arrival time T1 is set to 5 seconds, the first trajectory generation unit 112 sets the target sampling position K on the center line of the traveling lane in a predetermined sampling period Δt (for example, 0.1 second) in 5 seconds. And the arrangement interval of the plurality of target sampling positions K is determined based on the running mode. For example, the first track generation unit 112 may derive the center line of the traveling lane from information such as the width of the lane included in the map information 152. You may acquire from the map information 152.

  For example, when the travel mode is determined to be constant speed travel by the travel mode determination unit 110 described above, the first trajectory generation unit 112 sets a plurality of target sampling positions K at equal intervals, as shown in FIG. A trajectory is generated by setting. When the travel mode determination unit 110 determines the travel mode to be decelerated travel (including the case where the preceding vehicle decelerates in the follow-up travel), the first track generation unit 112 reaches as shown in FIG. The trajectory is generated by widening the interval as the target sampling position K with the earlier time to perform, and narrowing the interval with the target sampling position K with the later arrival time. As a result, the target position K that arrives later from the host vehicle M approaches the current position of the host vehicle M, so that the travel control unit 130 described later decelerates the host vehicle M.

  As shown in FIG. 5C, when the road is a curved road, the traveling mode determination unit 110 determines the traveling mode to be curved traveling. In this case, the first track generation unit 112 arranges the plurality of target sampling positions K while changing the lateral position (position in the lane width direction) with respect to the traveling direction of the host vehicle M, for example, according to the curvature of the road. Then, a trajectory is generated. Further, as shown in FIG. 5D, when an obstacle OB such as a human or a stopped vehicle exists on the road ahead of the host vehicle M, the traveling mode determination unit 110 sets the traveling mode to the obstacle avoidance traveling. decide. In this case, the first trajectory generation unit 112 generates a trajectory by arranging a plurality of target sampling positions K so as to travel while avoiding the obstacle OB.

[Lane change event]
The lane change control unit 120 performs control when a lane change event included in the action plan is executed by the travel control unit 130. The lane change control unit 120 includes, for example, a target position setting unit 122, a lane change availability determination unit 124, and a second track generation unit 126. The lane change control unit 120 may perform processing to be described later when a branching event or a merging event is performed by the traveling control unit 130.

  The target position setting unit 122 travels in an adjacent lane adjacent to the lane (own lane) in which the host vehicle M travels, travels in front of the host vehicle M, travels in the adjacent lane, and travels in the host vehicle M. The vehicle that travels behind is identified. The target position setting unit 122 sets the target area TA between the vehicle traveling ahead and the vehicle traveling backward. Hereinafter, a vehicle that travels in the adjacent lane and travels ahead of the host vehicle M will be referred to as a front reference vehicle, and a vehicle that travels in the adjacent lane and travels behind the host vehicle M will be referred to as a rear reference vehicle. .

  The lane change possibility determination unit 124 does not have a surrounding vehicle on the target area TA set by the target position setting unit 122, and the virtual collision allowance time TTC (Time-To) between the host vehicle M and the front reference vehicle. Collision) and the virtual collision allowance time TTC between the host vehicle M and the rear reference vehicle both satisfy a predetermined setting condition such as being equal to or greater than a threshold value. It is determined that the vehicle M can change lanes. The collision margin time TTC is, for example, assumed that the host vehicle M has changed lanes on the target area TA, and the inter-vehicle distance between the temporary host vehicle M on the target area TA and the front reference vehicle (or the rear reference vehicle). Is divided by the speed of the host vehicle M and the relative speed of the front reference vehicle (or the rear reference vehicle).

  FIG. 6 is a diagram illustrating a state in which the target position setting unit 122 according to the first embodiment sets the target area TA. In the figure, mA represents a front vehicle, mB represents a front reference vehicle, and mC represents a rear reference vehicle. An arrow d represents the traveling (traveling) direction of the host vehicle M, L1 represents the host lane, and L2 represents an adjacent lane.

  In the example of FIG. 6, the target position setting unit 122 sets a target area TA between the front reference vehicle mB and the rear reference vehicle mC on the adjacent lane L2. In such a case, the lane change possibility determination unit 124 virtually arranges the host vehicle M on the target area TA set by the target position setting unit 122, and the front reference vehicle is based on the virtual host vehicle M. A collision margin time TTC (B) for mB and a collision margin time TTC (C) for the rear reference vehicle mC are derived. The lane change possibility determination unit 124 determines whether or not both of these derived collision margin times TTC satisfy a predetermined setting condition, and when both the collision margin times TTC both satisfy a predetermined setting condition (for example, forward When the vehicle is equal to or more than the threshold value set for each of the rear), it is determined that the host vehicle M can change the lane on the target area TA set on the adjacent lane L2. Note that the target position setting unit 122 may set the target area TA behind the rear reference vehicle mC (between the rear reference vehicle mC and the vehicle existing behind it) on the adjacent lane L2.

  Further, the lane change possibility determination unit 124 considers the own vehicle M on the target area TA in consideration of the speed, acceleration, jerk, etc. of the preceding vehicle mA, the forward reference vehicle mB, and the backward reference vehicle mC. It may be determined whether or not the lane can be changed. For example, the speed of the front reference vehicle mB and the rear reference vehicle mC is higher than the speed of the front running vehicle mA, and the front reference vehicle mB and the rear reference vehicle mC run forward within the time range required for the lane change of the host vehicle M When it is predicted that the vehicle mA will be overtaken, the lane change possibility determination unit 124 determines that the host vehicle M cannot change the lane on the target area TA set between the front reference vehicle mB and the rear reference vehicle mC. judge.

  When the above-described lane change possibility determination unit 124 determines that the host vehicle M can change the lane on the target area TA, the second track generation unit 126 changes the lane on the target area TA (target arrival position). Generate a trajectory to do. The second trajectory generation unit 126 samples a future target arrival position Kt that the host vehicle M is expected to reach every predetermined sampling period when changing the lane on the target area TA (target arrival position). A trajectory is generated by calculating a set (trajectory) of the obtained points (target sampling position K). The second trajectory generation unit 126 includes a speed setting unit 128. The speed setting unit 128 sets a target arrival speed Vt when the host vehicle M reaches the target arrival position Kt and a target speed v (i) when the host vehicle M reaches the target sampling position K (i). .

  FIG. 7 is a diagram illustrating a state in which the second trajectory generation unit 126 according to the first embodiment generates a trajectory. For example, the second track generation unit 126 assumes that the front reference vehicle mB and the rear reference vehicle mC travel with a predetermined speed model, and based on the speed model of these three vehicles and the speed of the host vehicle M. The track is generated so that the host vehicle M exists between the front reference vehicle mB and the rear reference vehicle mC or at the rear of the rear reference vehicle mC at a certain time in the future. For example, the second trajectory generation unit 126 connects the current position of the host vehicle M to the position of the forward reference vehicle mB at a certain time in the future using a polynomial curve such as a spline curve, and is equally spaced or irregular on the curve. A predetermined number of target sampling positions K are arranged at equal intervals. At this time, the second trajectory generation unit 126 generates a trajectory so that the target arrival position Kt is arranged on the target area TA.

  Hereinafter, in the above-described embodiment, the speed setting unit 114 and the speed setting unit 128 are set to the target arrival position Kt and the target sampling position K in the trajectory generated by the first trajectory generation unit 112 and the second trajectory generation unit 126, respectively. The process of setting is described. In the following description, the speed setting unit 114 and the speed setting unit 128 execute similar processing, so that the target arrival position Kt and the target arrival position Kt set by the first trajectory generation unit 112 and the second trajectory generation unit 126, respectively. The speed is set at the target sampling position K. Hereinafter, the speed setting unit 114 and the speed setting unit 128 are collectively referred to as “speed setting unit (114 and 128)”, and the speed setting unit (114 and 128) sets the speed to the target arrival position Kt and the target sampling position K. The process of setting is described.

  The speed setting unit (114 and 128) sets the target arrival speed Vt at the target arrival position Kt and sets the target speed v at each of the target sampling positions K (1) to (n-1). FIG. 8 is a diagram illustrating a relationship among the target arrival position Kt and the target sampling position K (i), the target arrival speed Vt and the target speed v (i), and time in the embodiment.

  The speed setting unit (114 and 128) determines the first target arrival speed Vt of the host vehicle M after the first predetermined time T1 (first determination unit). Based on the acceleration or jerk based on the first target vehicle speed, the speed setting unit (114 and 128) sets the second vehicle M after the second predetermined time T2 shorter than the first predetermined time T1. A target vehicle speed v (i) is determined (second determination unit). The speed setting unit (114 and 128) outputs the second target vehicle speed v (i) to the travel control unit 130, thereby driving the host vehicle M based on the determined second target vehicle speed v (i). To control.

  The second predetermined time T2 is a period shorter than the first predetermined time T1. For example, the second predetermined time T2 is set to a time corresponding to one of the target sampling positions K among the plurality of target sampling positions K. When the speed setting unit (114 and 128) sets the target speed v (i) corresponding to the i-th target sampling position K (i) as the second target speed, the second predetermined time T2 is set to the locus. This is a time obtained by multiplying i by the time divided by the number n of target sampling positions K (n is an arbitrary natural number greater than 1). For example, when the first trajectory generator 112 and the second trajectory generator 126 calculate a trajectory for 5 seconds and set 50 target sampling positions K, the speed setting unit (114 and 128) The speed of the target sampling position K (1) 100 milliseconds after (0) may be calculated as the target speed v (1).

  FIG. 9 is a diagram illustrating a flow of processing for setting a trajectory speed by the speed setting unit (114 and 128) of the embodiment. The vehicle control device 100 determines whether or not the timing for generating a track has been reached by the first track generating unit 112 and the second track generating unit 126 (S100). The vehicle control device 100 determines whether or not the timing for generating the trajectory has arrived by determining whether or not a predetermined time has arrived. The predetermined time is several hundred microseconds, for example. The vehicle control device 100 stands by when the timing for generating the track has not arrived. When the timing for generating the track has arrived, the vehicle control device 100 generates a track from the current time to the first predetermined time (S102, first determination unit).

  The speed setting unit (114 and 128) calculates a target arrival speed Vt at the target arrival position Kt. The speed setting unit (114 and 128) calculates the target arrival speed Vt based on the environment around the host vehicle M. The speed setting unit (114 and 128) sets the legal speed in the travel lane of the host vehicle M as the target arrival speed Vt when there is no forward vehicle in the travel lane of the host vehicle M. The speed setting unit (114 and 128) sets the vehicle speed of the preceding vehicle as the target arrival speed Vt when there is a preceding vehicle on the traveling lane of the host vehicle M. When the lane change event is performed, the speed setting unit (114 and 128) sets the speed of the vehicle traveling in the adjacent lane and traveling ahead of the host vehicle M as the target arrival speed Vt.

Next, the speed setting unit (114 and 128) extracts the position information set to the corresponding target sampling position K (i) after the second predetermined time T2 (S106). Next, the speed setting unit (114 and 128) calculates a target speed v (i) at the target sampling position K (i) based on the current vehicle speed of the host vehicle M (S108, second determination unit). The speed setting unit (114 and 128) is a vehicle speed set after a time t (i) among the vehicle speeds set corresponding to a plurality of times set for each sampling period for dividing the current time to the time t (n). The vehicle speed v (i) is set as the target vehicle speed. The speed setting unit (114 and 128) calculates the target speed v (i) according to the following equation (1), for example.
v (i) = v (0) + a (0) t + (1 / 2Jt ² ) Formula (1)
In equation (1), v (0) is the vehicle speed of the host vehicle M at the current time t (0), a (0) is the acceleration of the host vehicle M at the current time t (0), and J is the jerk. (Jerk). J is a value obtained by differentiating a (0). t is a time (i) corresponding to the target sampling position K. The vehicle speed set corresponding to a plurality of times is obtained under the condition that the acceleration continuously changes at every sampling period until the vehicle speed of the host vehicle M detected by the vehicle sensor 60 reaches the target arrival speed Vt. It is done.

The speed setting unit (114 and 128) may calculate the target speed v (i) at the target sampling position K (i) according to the following equation (2).
v (i) = v (0) + a (i) t Equation (2)
The speed setting unit (114 and 128) calculates a (i) by (Vt−v (0)) / 2. The vehicle speed set corresponding to a plurality of times is obtained under the condition that the vehicle speed continuously changes at every sampling period until the vehicle speed of the host vehicle M detected by the vehicle sensor 60 reaches the target arrival speed Vt. It is done.

  The speed setting unit (114 and 128) outputs the calculated target speed v (i) to the travel control unit 130, thereby controlling the vehicle speed of the host vehicle M at time t (i) to the target speed v (i). . The speed setting unit (114 and 128) repeatedly performs the operations from step S102 to step S108 each time a trajectory is generated by the first trajectory generation unit 112 and the second trajectory generation unit 126. Thereby, the speed setting unit (114 and 128) determines the target arrival speed Vt (first target vehicle speed) of the host vehicle after the first predetermined time from the arrival of the predetermined cycle (timing for generating the track), A target speed v (i) (second target vehicle speed) of the host vehicle after a second predetermined time is determined.

  FIG. 10 is a diagram illustrating a relationship between a first predetermined time for generating a trajectory and a second predetermined time for calculating the target speed v (i) in the embodiment. As shown in FIG. 10A, the first track generation unit 112 and the second track generation unit 126 travel at a vehicle speed Vm at an inter-vehicle distance D with respect to the front vehicle mM. In a state where mM is traveling at a vehicle speed VmM (<Vm), the track at the first predetermined time T1 is generated at the timing of generating the track. As shown in FIG. 10C, the speed setting unit (114 and 128) sets the target speed (Vm−v1) after the second predetermined time T2 shorter than the first predetermined time T1 to the expression (1) or The vehicle speed of the host vehicle M is controlled by the travel control unit 130 by calculation using Equation (2). When the host vehicle M and the front vehicle mM travel at a constant speed at the timing of generating the track, as shown in FIG. 10B, after the first predetermined time T1, the host vehicle M and the front vehicle mM The inter-vehicle distance changes to D-d10. On the other hand, when the travel of the host vehicle M is controlled so that the target speed (Vm−v1) after the second predetermined time T2 is reached, as shown in FIG. When the inter-vehicle distance changes to D-d1, and as a result, the host vehicle M travels at a constant speed at the target speed (Vm-v1) after the predetermined time T2, as shown in FIG. After a predetermined time T1, the inter-vehicle distance between the host vehicle M and the forward vehicle mM changes to D-d1-d20. As a result, the vehicle control device 100 increases the inter-vehicle distance shown in FIG. 10D as D-d1-d20 rather than the inter-vehicle distance D-d10 shown in FIG. A second target speed v (i) can be set. By the above processing, the acceleration can be appropriately performed by calculating the target speed after T2 seconds from the acceleration and jerk (jerk) based on the target speed after T1 seconds. Here, since the same processing is performed every time T2 seconds have elapsed, acceleration can be performed more appropriately.

[Running control]
The travel control unit 130 sets the control mode to the automatic operation mode or the manual operation mode under the control of the control switching unit 140, and the travel driving force output device 90, the steering device 92, and the brake device 94 are set according to the set control mode. Control a controlled object including part or all of it. The traveling control unit 132 reads the behavior plan information 156 generated by the behavior plan generation unit 106 in the automatic driving mode, and controls the control target based on the event included in the read behavior plan information 156.

  For example, the traveling control unit 130 determines the electric motor of the steering device 92 according to the trajectory generated by the first trajectory generating unit 112 or the second trajectory generating unit 126 and the speed set by the speed setting unit (114 and 128). A control amount (for example, the number of revolutions) and a control amount (for example, an engine throttle opening, a shift stage, etc.) of the ECU in the driving force output device 90 are determined. Specifically, the traveling control unit 130 determines the control amount of the ECU in the traveling driving force output device 90 according to the target speed v (i) set by the speed setting unit (114 and 128). Further, the traveling control unit 130 determines the electric motor of the steering device 92 according to the angle formed by the traveling direction of the host vehicle M for each target sampling position K and the direction of the next target position with reference to the target position. Determine the control amount.

  The traveling control unit 130 outputs information indicating the control amount to the corresponding control target. Accordingly, each device (90, 92, 94) to be controlled can control its own device according to the information indicating the control amount input from the travel control unit 130. In addition, the traveling control unit 130 appropriately adjusts the determined control amount based on the detection result of the vehicle sensor 60.

  In addition, the traveling control unit 130 controls the control target based on the operation detection signal output from the operation detection sensor 72 in the manual operation mode. For example, the traveling control unit 130 outputs the operation detection signal output by the operation detection sensor 72 to each device to be controlled as it is.

  Based on the action plan information 156 generated by the action plan generation unit 106 and stored in the storage unit 150, the control switching unit 140 changes the control mode of the host vehicle M by the travel control unit 130 from the automatic driving mode to the manual driving mode. Or, switch from manual operation mode to automatic operation mode. Further, the control switching unit 140 automatically changes the control mode of the host vehicle M by the travel control unit 130 from the automatic operation mode to the manual operation mode or automatically from the manual operation mode based on the control mode designation signal input from the changeover switch 80. Switch to operation mode. That is, the control mode of the traveling control unit 130 can be arbitrarily changed during traveling or stopping by an operation of a driver or the like.

  The control switching unit 140 switches the control mode of the host vehicle M by the travel control unit 130 from the automatic driving mode to the manual driving mode based on the operation detection signal input from the operation detection sensor 72. For example, when the operation amount included in the operation detection signal exceeds a threshold value, that is, when the operation device 70 receives an operation with an operation amount exceeding the threshold value, the control switching unit 140 automatically sets the control mode of the travel control unit 130. Switch from operation mode to manual operation mode. For example, when the host vehicle M is automatically traveling by the traveling control unit 130 set to the automatic driving mode, when the driver operates the steering wheel, the accelerator pedal, or the brake pedal with an operation amount exceeding a threshold value, The control switching unit 140 switches the control mode of the travel control unit 130 from the automatic operation mode to the manual operation mode. As a result, the vehicle control device 100 does not go through the operation of the changeover switch 80 by the operation performed by the driver when an object such as a person jumps out on the roadway or the preceding vehicle suddenly stops. You can immediately switch to manual operation mode. As a result, the vehicle control device 100 can cope with an emergency operation by the driver, and can increase safety during traveling.

  In the above-described embodiment, the speed at which the host vehicle M travels according to the tracks generated by the first track generation unit 112 and the second track generation unit 126 in the automatic driving mode has been described. The speed may be controlled not only in the mode but also in other control modes of the vehicle. In the embodiment, for example, as long as the target arrival speed is set for each predetermined cycle, the target speed at a time before the time to reach the target arrival speed may be set to drive the vehicle. More specifically, when the in-vehicle computer is executing ACC (Adaptive Cruise Control) for controlling the vehicle speed to a constant speed, the target arrival speed is calculated and the target at the time before the time until the target arrival speed is reached. A speed may be set and the vehicle may be driven based on the target speed.

  According to the vehicle control apparatus 100 in the embodiment described above, the target arrival speed Vt of the target arrival position Kt on the track is determined, and the first predetermined time T1 is determined based on the acceleration or jerk based on the target arrival speed Vt. Since the target speed v (i) of the host vehicle after the shorter second predetermined time T2 is determined and the driving of the host vehicle M is controlled based on the target speed v (i), the target speed Vt is determined based on the target arrival speed Vt. The speed of the host vehicle M can be controlled with higher accuracy than controlling the vehicle speed of the vehicle M, and the host vehicle M can be moved to a desired position at a desired timing. Further, according to the vehicle control device 100, the control of the host vehicle M can be started at an earlier timing than when the host vehicle M is controlled based on the target arrival speed Vt.

  In addition, according to the vehicle control device 100 of the embodiment, the target vehicle speed Vt and the target speed v (i) can be determined and the host vehicle M can be controlled at each timing (predetermined period) for generating a track. The cycle for determining the target speed v (i) can be made shorter than the timing for generating the track, and the speed of the host vehicle M can be controlled with high accuracy.

  Furthermore, according to the vehicle control apparatus 100 of the embodiment, the target speed v (i) obtained under the condition that the acceleration continuously changes at every sampling period until the vehicle speed of the host vehicle M reaches the target arrival speed Vt. The speed of the host vehicle M can be controlled based on the above, and the speed of the host vehicle M can be controlled with higher accuracy.

  As mentioned above, although the form for implementing this invention was demonstrated using embodiment, this invention is not limited to such embodiment at all, In the range which does not deviate from the summary of this invention, various deformation | transformation and substitution Can be added.

DESCRIPTION OF SYMBOLS 20 ... Finder, 30 ... Radar, 40 ... Camera, 50 ... Navigation apparatus, 60 ... Vehicle sensor, 70 ... Operation device, 72 ... Operation detection sensor, 80 ... Changeover switch, 90 ... Driving force output device, 92 ... Steering device , 94 ... Brake device, 100 ... Vehicle control device, 102 ... Own vehicle position recognition unit, 104 ... External world recognition unit, 106 ... Action plan generation unit, 110 ... Traveling mode determination unit, 112 ... First track generation unit, 114, DESCRIPTION OF SYMBOLS 128 ... Speed setting part, 120 ... Lane change control part, 122 ... Target position setting part, 124 ... Lane change possibility determination part, 126 ... 2nd track generation part, 130 ... Travel control part, 140 ... Control switching part, 150 ... Storage unit, M ... vehicle

Claims (7)

A first determination unit for determining a first target vehicle speed of the host vehicle after a first predetermined time;
A second determining unit that determines a second target vehicle speed of the host vehicle after a second predetermined time shorter than the first predetermined time based on an acceleration or jerk based on the first target vehicle speed;
A vehicle control device comprising: a drive control unit that controls driving of the host vehicle based on a second target vehicle speed determined by the second determination unit. For each predetermined period, the first determination unit determines a first target vehicle speed of the host vehicle after a first predetermined time from the arrival of the predetermined period, and the second determination unit determines from the first predetermined time. Determining a second target vehicle speed of the host vehicle after a short second predetermined time,
The vehicle control device according to claim 1. The second determination unit includes a vehicle speed after the second predetermined time among vehicle speeds set corresponding to a plurality of times set for each sampling period that divides from the current time to the first predetermined time. Is set as the second target vehicle speed,
The vehicle control device according to claim 1 or 2. A vehicle speed detector for detecting the vehicle speed of the host vehicle,
The vehicle speed set corresponding to a plurality of times is such that the acceleration continuously changes at every sampling period until the vehicle speed of the host vehicle detected by the vehicle speed detection unit reaches the first target vehicle speed. Required by
The vehicle control device according to claim 3. A vehicle speed detector for detecting the vehicle speed of the host vehicle,
The vehicle speed set corresponding to a plurality of times is such that the vehicle speed continuously changes at each sampling period until the vehicle speed of the host vehicle detected by the vehicle speed detection unit reaches the first target vehicle speed. Required by
The vehicle control device according to claim 3. In-vehicle computer
Determining a first target vehicle speed of the host vehicle after a first predetermined time;
Determining a second target vehicle speed of the host vehicle after a second predetermined time shorter than the first predetermined time based on an acceleration or jerk based on the first target vehicle speed;
Controlling the driving of the host vehicle based on the second target vehicle speed;
Vehicle control method. On-board computer
Determining a first target vehicle speed of the host vehicle after a first predetermined time;
A second target vehicle speed of the host vehicle after a second predetermined time shorter than the first predetermined time is determined based on an acceleration or jerk based on the first target vehicle speed;
Controlling the driving of the host vehicle based on the second target vehicle speed;
Vehicle control program.

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