JP2017171027A - Travel control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel control device for a vehicle enabling a travel on a curve with an appropriate vehicle speed matching the driver's feeling.SOLUTION: A travel control unit 10 sets a target vehicle speed Vcrv on the basis of a turning radius ρ when the own vehicle passes through a curve. Also, the travel control unit 10 calculates line of sight information when passing through the curve, on the basis of the relationship between the field of view reference point P set in advance in the own vehicle and the road end inside in the turning direction of a road on which the own vehicle is traveling. Then, the travel control unit 10 calculates a vehicle speed correction value α based on the line of sight information, and corrects the target vehicle speed Vcrv on the basis of the calculated vehicle speed correction value α.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a travel control device for a vehicle that recognizes a travel environment, detects travel information of the host vehicle, and performs automatic driving.

  2. Description of the Related Art In recent years, various technologies using driving support control and automatic driving control have been developed and put into practical use in vehicle travel control devices in order to allow a driver to operate more comfortably and safely. The target vehicle speed of the host vehicle during such automatic driving control is basically set based on the vehicle speed of the preceding vehicle, the set vehicle speed input by the driver, etc., and by acceleration / deceleration control based on this target vehicle speed, The vehicle speed of the host vehicle is controlled to a predetermined value.

  On the other hand, the target vehicle speed when there is a curve ahead of the host vehicle is variably set according to the turning radius of the curve. For example, in Patent Document 1, a turning radius at each node point is calculated based on node information of the own vehicle traveling path, and an automatic operation at each node point is calculated based on the turning radius of each node point and a predetermined lateral acceleration. A technique for calculating a target vehicle speed for operation control is disclosed.

JP 2010-30544 A

  However, as in the technique disclosed in Patent Document 1, the target vehicle speed that is simply set based on the turning radius of the host vehicle does not necessarily match the feeling of the driver. For example, even when passing a curve at the same turning radius and vehicle speed, the driver's perceived speed may differ between a general road and a highway.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle travel control apparatus that can travel a curve at an appropriate vehicle speed that matches the feeling of a driver.

  A vehicle travel control apparatus according to an aspect of the present invention includes a travel environment information acquisition unit that acquires travel environment information in which the host vehicle travels, a travel information detection unit that detects travel information of the host vehicle, and the travel environment information. In a vehicle travel control device that executes automatic driving control based on the travel information, the host vehicle recognizes a vehicle lane and a forward curve on a road on which the vehicle travels based on the travel environment information, and the vehicle The relationship between the target vehicle speed setting means for setting the target vehicle speed based on the turning radius when passing the curve, the visual field reference point set in advance in the own vehicle, and the road edge inside the turning direction of the road on which the own vehicle travels. Based on the forecast information calculating means for calculating the forecast information when passing the curve based on the forecast information, the vehicle speed correction value is calculated based on the forecast information, and the target vehicle speed is corrected based on the vehicle speed correction value. A target vehicle speed correcting section, in which with a.

  According to the vehicle travel control device of the present invention, it is possible to travel a curve at an appropriate vehicle speed that matches the feeling of the driver.

Overall configuration diagram of a vehicle travel control device Flowchart showing a vehicle speed control routine in automatic operation control Explanatory diagram illustrating line-of-sight information on a curve Explanatory diagram illustrating line-of-sight information on a curve A characteristic diagram illustrating the relationship between the turning radius of the host vehicle and the target vehicle speed A characteristic diagram illustrating the relationship between line-of-sight information and vehicle speed correction values A characteristic diagram illustrating the relationship between the line-of-sight information and the vehicle speed correction value according to the first modification. A characteristic diagram illustrating the relationship between the line-of-sight information and the vehicle speed correction value according to the second modification.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to an embodiment of the present invention, FIG. 1 is an overall configuration diagram of a vehicle travel control device, FIG. 2 is a flowchart showing a vehicle speed control routine in automatic driving control, and FIGS. FIG. 5 is a characteristic diagram illustrating the relationship between the turning radius of the host vehicle and the target vehicle speed, and FIG. 6 is a characteristic diagram illustrating the relationship between the line-of-sight information and the vehicle speed correction value.

  In FIG. 1, reference numeral 1 denotes a vehicle travel control device. The travel control device 1 includes a travel control unit 10 that includes a surrounding environment recognition device 11, a driver state detection device 12, a travel parameter detection device 13, and own vehicle position information. Input devices such as a detection device 14, a vehicle-to-vehicle communication device 15, a road traffic information communication device 16, a switch group 17, and the like, an engine control device 21, a brake control device 22, a steering control device 23, a display device 24, and a speaker / buzzer 25 Etc. are connected to form a main part.

  The surrounding environment recognition device 11 includes a camera device (stereo camera, monocular camera, color camera, etc.) provided with a solid-state imaging device or the like provided in the vehicle interior to capture the external environment of the vehicle and acquire image information; A radar apparatus (laser radar, millimeter wave radar, etc.) that receives a reflected wave from a three-dimensional object existing around the vehicle, a sonar (not shown), etc.

  The surrounding environment recognition device 11 performs, for example, a well-known grouping process on the distance information based on the image information captured by the camera device, and the three-dimensional road shape in which the grouping distance information is set in advance. 3D object data such as lane line data, guardrails along the road, side walls such as curbs, and vehicles (preceding vehicles, oncoming vehicles, side-by-side vehicles, parked vehicles) The relative position (distance, angle) from the own vehicle is extracted together with the speed.

  The surrounding environment recognition device 11 detects the position (distance, angle) of the reflected three-dimensional object along with the speed based on the reflected wave information acquired by the radar device. Thus, the surrounding environment recognition device 11 is provided as a traveling environment information acquisition unit.

  The driver state detection device 12 is, for example, a biological detection sensor for a steering wheel that is provided on a steering wheel and detects a biological signal of the driver. In the present embodiment, the steering wheel biological detection sensor is used to steer the driver. The wheel holding state is detected.

  The travel parameter detection device 13 includes travel information of the host vehicle, specifically, vehicle speed, longitudinal acceleration, lateral acceleration, steering angle, steering torque, yaw rate, accelerator opening, throttle opening, and road surface gradient of the traveling road surface, The estimated value of the road friction coefficient is detected. As described above, the travel parameter detection device 13 is provided as travel information detection means.

  The own vehicle position information detection device 14 is, for example, a known navigation system, and receives, for example, a radio wave transmitted from a GPS (Global Positioning System) satellite and determines the current position based on the radio wave information. Detected and automatically stored on map data stored in advance in flash memory, CD (Compact Disc), DVD (Digital Versatile Disc), Blu-ray (Blu-ray) disc, HDD (Hard disc drive), etc. Identify the vehicle position.

  The map data stored in advance includes road data and facility data. The road data includes link position information, type information, node position information, type information, curve curvature (or curve radius) at the node, and information on the connection relationship between the node and the link, that is, road branching and merging. It includes point information and maximum vehicle speed information on branch roads. The facility data has a plurality of records for each facility, and each record has a symmetrical facility name information, location information, facility type (department store, store, restaurant, parking lot, park, vehicle failure) It has data that shows information). When the vehicle position on the map position is displayed and a destination is input by the operator, a route from the departure point to the destination is calculated in a predetermined manner and displayed on a display device 24 such as a display or a monitor. In addition, the vehicle position information detection device 14 is provided as a travel environment information acquisition unit, which can be guided by voice guidance through the speaker / buzzer 25.

  The inter-vehicle communication device 15 is composed of a boundary wireless communication device having a communication area of about 100 (m) such as a wireless LAN, and directly communicates with other vehicles without transmitting a server or the like, and transmits and receives information. It is possible. And vehicle information, traveling information, traffic environment information, etc. are exchanged by mutual communication with other vehicles. The vehicle information includes specific information indicating the vehicle type (in this embodiment, the type of passenger car, truck, motorcycle, etc.). The traveling information includes vehicle speed, position information, brake lamp lighting information, blinking information of a direction indicator transmitted at the time of turning left and right, and blinking information of a hazard lamp blinking at an emergency stop. Furthermore, the traffic environment information includes information that varies depending on the situation such as road traffic congestion information and construction information. Thus, the inter-vehicle communication device 15 is provided as a travel environment information acquisition unit and a travel information detection unit.

  The road traffic information communication device 16 is a so-called road traffic information communication system (VICS: Vehicle Information and Communication System: registered trademark). The road traffic information of the car park is received in real time, and the received traffic information is displayed on the previously stored map data. Thus, the road traffic information communication device 16 is provided as a travel environment information acquisition unit.

  The switch group 17 is a switch group related to the driver's driving support control. For example, the switch group 17 is a switch that controls the traveling at a constant speed that is set in advance, or the distance between the preceding vehicle and the time between the preceding cars are set in advance. A switch for keeping track at a constant value, a lane keeping control switch for driving control while maintaining the driving lane at the set lane, a lane departure preventing control switch for preventing departure from the driving lane, and preceding Passing control execution permission switch for executing overtaking control of vehicles (vehicles to be overtaken), switch for executing automatic driving control for performing all these controls in cooperation, vehicle speed, inter-vehicle distance, inter-vehicle distance required for each control It consists of a switch for setting time, speed limit, etc., or a switch for canceling each control.

  The engine control device 21 uses, for example, a fuel for a vehicle engine (not shown) based on the intake air amount, throttle opening, engine water temperature, intake air temperature, oxygen concentration, crank angle, accelerator opening, and other vehicle information. This is a known control unit that performs main control such as injection control, ignition timing control, and control of an electronically controlled throttle valve. Further, the engine control device 21 receives the above-described automatic driving control (collision prevention control with obstacles, constant speed driving control, following driving control, lane keeping control, When an acceleration (requested acceleration) required for lane departure prevention control, other overtaking control, etc.) is input, a drive torque (automatic driving request torque) is calculated based on the required acceleration, and the automatic driving request torque is calculated. The engine is controlled to the target torque.

  The brake control device 22 controls a four-wheel brake device (not shown) independently of a driver's brake operation based on, for example, a brake switch, four-wheel wheel speed, steering wheel angle, yaw rate, and other vehicle information. This is a known control unit that performs a known yaw brake control for controlling a yaw moment applied to the vehicle, such as a known ABS control or a side slip prevention control. Further, the brake control device 22 receives the above-mentioned automatic driving control (collision prevention control with obstacles, constant speed driving control, following driving control, lane keeping control, When the necessary deceleration (required deceleration) for lane departure prevention control, other overtaking control, etc.) is input, the target hydraulic pressure of the wheel cylinder of each wheel brake is set based on the required deceleration, Perform brake control.

  The steering control device 23 controls the assist torque by an electric power steering motor (not shown) provided in the vehicle steering system based on, for example, vehicle speed, steering torque, steering wheel angle, yaw rate, and other vehicle information. It is a control device. In addition, the steering control device 23 maintains the above-mentioned traveling lane in the set lane and performs lane keeping control for performing traveling control, lane departure preventing control for performing departure prevention control from the traveling lane, and automatic driving steering for executing these in coordination. Steering angle, target steering angle, or steering torque required for lane keeping control, lane departure prevention control, and automatic driving steering control is calculated by the travel control unit 10 and the steering control device 23 is enabled. The electric power steering motor is driven and controlled in accordance with the input control amount.

  The display device 24 is a device that provides a visual warning and notification to drivers such as a monitor, a display, and an alarm lamp. The speaker / buzzer 25 is a device that gives an audible warning and notification to the driver.

  And the traveling control part 10 is based on each input signal from each apparatus 11-17 mentioned above, collision prevention control with an obstruction etc., constant speed traveling control, follow-up traveling control, lane keeping control, lane departure prevention control In addition, automatic driving control or the like is executed by performing overtaking control or the like in cooperation. In this automatic driving control state, when recognizing a curve ahead of which the host vehicle travels, the traveling control unit 10 sets the target vehicle speed Vcrv of the host vehicle when passing the curve, and the host vehicle is based on the target vehicle speed Vcrv. , The requested acceleration / deceleration is calculated based on the target vehicle speed Vcrv, and output to the engine control device 21 or the brake control device 22 for acceleration / deceleration control.

  When setting the target vehicle speed at the time of passing the curve by such automatic driving control, the traveling control unit 10 sets the visual field reference point P set in advance to the own vehicle and the road end inside the turning direction of the road on which the own vehicle is traveling. Based on the relationship (for example, see FIGS. 3 and 4), the curve outlook information (more specifically, the outlook information inside the turning direction of the curve) is calculated. Then, the traveling control unit 10 calculates a vehicle speed correction value α based on the calculated line-of-sight information, and corrects the target vehicle speed Vcrv based on the calculated vehicle speed correction value α. Considering that the field of view that can be recognized by the driver differs depending on the seating position, the field of view reference point P is set to a position on the right side in the vehicle width direction of the center axis of the vehicle in the case of a right-hand drive vehicle (FIG. 4), in the case of a left-hand drive vehicle, it is set at a position on the left side in the vehicle width direction from the center axis of the vehicle.

  Thus, in this embodiment, the traveling control unit 10 realizes each function as a target vehicle speed setting unit, a line-of-sight information calculation unit, and a target vehicle speed correction unit.

  Next, the vehicle speed control in the automatic driving control executed by the traveling control unit 10 will be described according to the flowchart of the vehicle speed control routine shown in FIG.

  This routine is repeatedly executed every set time. When the routine is started, the travel control unit 10 firstly has a curve within a predetermined distance of the forward traveling path of the host vehicle in step S101. Check if it exists.

  In the present embodiment, the forward traveling path of the host vehicle is set based on various information obtained from the surrounding environment recognition device 11, the host vehicle position information detection device 14, and the like. That is, for example, the travel control unit 10 may use lane line information acquired from image information from the surrounding environment recognition device 11, a taxiway set on the map data of the navigation system of the vehicle position information detection device 14, or the like. Based on this, the own vehicle traveling lane on the road is specified, and the forward and backward path of the own vehicle is set along the center of the identified lane width of the own vehicle traveling lane.

  As a result of the determination in step S101, when it is determined that there is no curve on the forward traveling path, the traveling control unit 10 proceeds to step S103, performs normal acceleration / deceleration control, and then exits the routine. In other words, the traveling control unit 10 is necessary for each of the above-described automatic driving controls (such as collision prevention control with obstacles, constant speed traveling control, follow-up traveling control, lane keeping control, lane departure prevention control, other overtaking control, etc.). After calculating the requested acceleration / deceleration and outputting it to the engine control device 21 or the brake control device 22 to execute the acceleration / deceleration control, the routine exits.

  On the other hand, as a result of the determination in step S101, when it is determined that there is a curve on the forward traveling road, the traveling control unit 10 proceeds to step S102, and determines whether or not the host vehicle is traveling in a vehicle speed control section with respect to the curve. Investigate. That is, when a curve is detected, the traveling control unit 10 refers to a preset map or the like based on the turning radius ρ of the host vehicle with respect to the curve and starts pre-deceleration control or the like for the curve. Set the control start distance. Then, the travel control unit 10 sets a section from the shortest control start distance before the curve to exit the curve as a control section, and checks whether or not the host vehicle is traveling in this control section.

  As a result of the determination in step S102, when it is determined that the host vehicle is not traveling in the vehicle speed control section with respect to the curve, the traveling control unit 10 proceeds to step S102, performs normal acceleration / deceleration control, and then executes the routine. Exit.

  On the other hand, as a result of the determination in step S102, when it is determined that the host vehicle is traveling in the vehicle speed control section for the curve, the traveling control unit 10 proceeds to step S104, and the target vehicle speed for safely passing through the curve. Set Vcrv.

  Here, the target vehicle speed Vcrv of the curve is set, for example, by referring to a preset map according to the turning radius ρ of the curve. That is, for example, as shown in FIG. 5, the travel control unit 10 has previously tested a map or the like indicating the relationship between the turning radius ρ when the host vehicle travels along a curve along the forward traveling path and the target vehicle speed Vcrv. The travel control unit 10 sets a target vehicle speed Vcrv corresponding to the turning radius ρ of the curve with reference to this map.

  In subsequent step S105, the traveling control unit 10 calculates the curve outlook information based on the relationship between the visual field reference point P set in advance in the host vehicle and the road edge inside the turning direction of the road on which the host vehicle is traveling.

  In the present embodiment, for example, as shown in FIGS. 3 and 4, the traveling control unit 10 turns the road including the vehicle traveling lane from the longitudinal axis Ap of the vehicle passing the visual field reference point P and the visual field reference point P. The angle θ formed by the tangent line Tp to the inner road edge is calculated as line-of-sight information (more specifically, the viewing angle θ inside the turning direction on the curve).

  In this case, when there are two or more lanes on the road including the own vehicle travel lane, for example, as shown in FIG. It is possible to set the road edge based on In addition, when the road including the own vehicle traveling lane is a single lane, for example, as illustrated in FIG. 4, the traveling control unit 10 determines the road edge based on the lane markings on the inner side of the turning direction of the own vehicle traveling lane. It is possible to set.

  When the process proceeds from step S105 to step S106, the traveling control unit 10 calculates a vehicle speed correction value α for the target vehicle speed Vcrv.

  Here, the vehicle speed correction value α is set, for example, by referring to a map set in advance according to the viewing angle θ (line-of-sight information) inside the turning direction on the curve and the target vehicle speed Vcrv. . That is, for example, as shown in FIG. 6, the travel control unit 10 has a map or the like indicating the relationship between the viewing angle θ inside the turning direction on the curve, the target vehicle speed Vcrv, and the vehicle speed correction value α. The travel control unit 10 refers to this map and sets a vehicle speed correction value α for increasing or decreasing the target vehicle speed Vcrv with reference to this map.

  In this case, the vehicle speed correction value α is set to a larger value as the visibility inside the turning direction on the curve is better. That is, as is clear from FIG. 6, the vehicle speed correction value α is calculated to be larger as the viewing angle θ inside the turning direction on the curve is larger. Even if the viewing angle θ is the same, the vehicle speed correction value α is calculated to be larger as the target vehicle speed Vcrv is larger.

  When the process proceeds from step S106 to step S107, the traveling control unit 10 increases or decreases the target vehicle speed Vcrv set in step S104 with the vehicle speed correction value α calculated in step S106. The corrected target vehicle speed Vcrv is appropriately subjected to an upper limit process so as not to exceed the upper limit value (maximum vehicle speed) of the target vehicle speed determined according to the turning radius ρ.

  Then, when the process proceeds from step S107 to step S108, the traveling control unit 10 calculates the required acceleration / deceleration required for passing the curve based on the corrected target vehicle speed Vcrv, and sends it to the engine control device 21 or the brake control device 22. Output and execute acceleration / deceleration control, then exit the routine.

  According to such an embodiment, the target vehicle speed Vcrv is set based on the turning radius ρ when the host vehicle passes the curve, and the field reference point P set in the host vehicle and the road on which the host vehicle travels are set. Is calculated based on the relationship with the road end on the inner side of the turning direction of the vehicle, and a vehicle speed correction value is calculated α based on the line of sight information, and the target vehicle speed Vcrv is calculated based on the calculated vehicle speed correction value α. By correcting this, it is possible to drive the curve at an appropriate vehicle speed that matches the feeling of the driver.

  That is, when the target vehicle speed Vcrv when passing through the curve is uniformly set based on the turning radius ρ, it is assumed that the driver feels a sense of inconvenience when the view inside the turning direction on the curve is good, On the other hand, in view of the fact that the driver is likely to feel a fear when the sight inside the turning direction on the curve is not good, the feeling of the driver is corrected by increasing / decreasing the target vehicle speed Vcrv according to the sight information. You can drive a curve at an appropriate vehicle speed that matches

  Here, in the above-described embodiment, an example in which the vehicle speed correction value α is calculated based on the viewing angle θ inside the curve turning direction, which is the line-of-sight information, and the target vehicle speed Vcrv has been described. As shown, the turning radius ρ of the curve can be used as a parameter instead of the target vehicle speed Vcrv.

  In this case, even if the viewing angle θ is the same, the vehicle speed correction value α is calculated to be larger as the turning radius ρ is larger.

  Further, as the line-of-sight information inside the turning direction of the curve, the length L of the tangent line Tp from the visual field reference point P to the road edge inside the turning direction of the road can be used instead of the viewing angle θ. In this case, for example, as shown in FIG. 8, a map indicating the relationship between the length L of the tangent line Tp and the vehicle speed correction value α is set in advance in the travel control unit 10 based on experiments, simulations, and the like. The vehicle speed correction value α is calculated to be larger as the length L of the tangent line Tp becomes longer.

  In addition, this invention is not limited to each embodiment described above, A various deformation | transformation and change are possible, and they are also in the technical scope of this invention.

DESCRIPTION OF SYMBOLS 1 ... Traveling control apparatus 10 ... Traveling control part (Target vehicle speed setting means, Prospect information calculation means, Target vehicle speed correction means)
11 ... Ambient environment recognition device (traveling environment information acquisition means)
DESCRIPTION OF SYMBOLS 12 ... Driver state detection apparatus 13 ... Travel parameter detection apparatus (travel information detection means)
14 ... Own vehicle position information detection device (traveling environment information acquisition means)
15 ... Vehicle-to-vehicle communication device (running environment information acquisition means)
16 ... Road traffic information communication device (traveling environment information acquisition means)
DESCRIPTION OF SYMBOLS 17 ... Switch group 21 ... Engine control device 22 ... Brake control device 23 ... Steering control device 24 ... Display device 25 ... Speaker buzzer

Claims (4)

A traveling environment information acquisition unit that acquires traveling environment information in which the host vehicle travels, a traveling information detection unit that detects traveling information of the host vehicle, and a vehicle that performs automatic driving control based on the traveling environment information and the traveling information. In the travel control device of
A target vehicle speed setting for recognizing a vehicle lane and a forward curve on a road on which the vehicle travels based on the travel environment information, and setting a target vehicle speed based on a turning radius when the vehicle passes the curve Means,
Line-of-sight information calculating means for calculating line-of-sight information when passing the curve based on a relationship between a visual field reference point set in advance in the own vehicle and a road edge on the inner side in the turning direction of the road on which the own vehicle is traveling,
A vehicle travel control device, comprising: target vehicle speed correction means for calculating a vehicle speed correction value based on the line-of-sight information and correcting the target vehicle speed based on the vehicle speed correction value. The line-of-sight information calculating means calculates an angle formed by a longitudinal axis of the vehicle passing through the visual field reference point and a tangent line from the visual field reference point to a road edge inside the turning direction of the road as the line-of-sight information.
2. The vehicle travel control device according to claim 1, wherein the target vehicle speed correction unit calculates the vehicle speed correction value to be a larger value as the target vehicle speed is larger and the angle formed is larger. The line-of-sight information calculating means calculates, as the line-of-sight information, an angle formed between a longitudinal axis of the vehicle passing through the visual field reference point and a tangent line from the visual field reference point to a road edge inside the turning direction of the road,
2. The vehicle travel control device according to claim 1, wherein the target vehicle speed correction unit calculates the vehicle speed correction value to be larger as the turning radius is larger and the angle formed is larger. The line-of-sight information calculating means calculates, as the line-of-sight information, a length of a tangent line from the visual field reference point to a road edge inside the turning direction of the road,
2. The vehicle travel control device according to claim 1, wherein the target vehicle speed correction unit calculates the vehicle speed correction value to be a larger value as the length of the tangent increases.

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