JP2018039285A - Traveling control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform stable follow-up traveling control by reducing an influence of the meandering traveling of a preceding vehicle and an influence caused by the instability of the recognition of a traveling lane.SOLUTION: When a white line cannot be stably detected, a vehicle which is registered as a preceding vehicle in a preceding vehicle registration part 102 exists, and a vehicle which is registered as a parallel-traveling vehicle in a parallel-traveling vehicle registration part 103 exists, a route output part 104 integrates a route component of a track of the preceding vehicle which is detected by a track detection part 101, and a route component of a track of the parallel-traveling vehicle to each other by weighting the tracks to the components, creates an integrated route, and outputs the integrated route to a control part 105 as a target route. Then, a current steering angle is corrected by the control part 105 via a steering control device 70 so that a center position of an own vehicle in a vehicle width direction coincides with a control target point on the target route, and an influence of the meandering of the preceding vehicle and an influence caused by the instability of the recognition of a traveling lane are reduced by controlling follow-up traveling to the target route, thus performing stable follow-up traveling control.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a travel control device for a vehicle that generates a target route that the host vehicle follows and travels along the target route.

  Conventionally, in a vehicle such as an automobile, the traveling lane of the host vehicle and a preceding vehicle ahead of the host vehicle are detected by a camera, a radar, and the like, and the distance between the preceding vehicle and the preceding vehicle is controlled to an appropriate distance. Follow-up travel control is known in which the position of a vehicle is controlled to control the follow-up travel to a target route whose locus is the center position of the lane or the center position of the preceding vehicle. In this follow-up travel control, the steering angle is controlled so that the position of the host vehicle coincides with the control target point of the target route, and control is performed so that the travel locus of the host vehicle changes following the target route.

  For example, Patent Document 1 discloses a technique in which when white roads can be detected, traveling control is performed to follow the lane center line, and when white lines are hidden by a preceding vehicle and cannot be detected, traveling control is performed to follow the center position of the preceding vehicle. Is disclosed. In this prior art, when it is determined from the map information that the preceding vehicle may turn right or left when following the preceding vehicle, the control gain is weakened and the meander is estimated from the lateral displacement change of the preceding vehicle. By weakening the control, an inappropriate behavior change of the host vehicle is reduced.

JP 2000-20896 A

  However, in the actual environment where the vehicle travels, there are cases where drivers with different driving skills coexist, and when the vehicle follows the preceding vehicle, the preceding vehicle may meander to the left and right. There is a risk of control.

  For example, a driver such as a truck often drives a vehicle with a wide vehicle width without meandering so that the vehicle is properly placed in the lane. On the other hand, there is a tendency to meander in the lane because there is a margin in the vehicle width and a driver who does not necessarily have high driving skills may drive. In such a situation, the own vehicle is also controlled to meander.

  Further, in an actual driving environment, there may be a situation where the white line cannot be stably recognized while traveling following the white line. For example, if the inter-vehicle distance between the preceding vehicle and the host vehicle is shortened due to traffic jams or the like, the shape of the white line may not be stable, the recognition of the white line may become unstable, and stable control may be difficult.

  The present invention has been made in view of the above circumstances, and provides a vehicle travel control device capable of realizing stable follow-up travel control by reducing the effects of meandering of a preceding vehicle and the unstable recognition of a travel lane. The purpose is to do.

  A travel control device for a vehicle according to an aspect of the present invention is a travel control device for a vehicle that generates a target route on which the host vehicle travels and controls tracking following the target route. A trajectory detector that detects at least two trajectories of the trajectory, a trajectory of a preceding vehicle that travels in front of the host vehicle, and a trajectory of a parallel running vehicle that travels in parallel with the host vehicle or the preceding vehicle; A route output unit that integrates the route components detected by the locus detection unit with weighting for each locus and outputs the integrated integrated route as the target route;

  ADVANTAGE OF THE INVENTION According to this invention, the influence of the meandering of a preceding vehicle and the influence by the recognition instability of a driving lane can be reduced, and the stable following driving | running | working control is realizable.

The block diagram of a traveling control system in connection with 1st Embodiment of this invention. Same as above, explanatory diagram of vehicle travel Same as above, explanatory diagram showing the trajectory of the target point Explanatory drawing which shows the locus | trajectory of a preceding vehicle and a parallel running vehicle as above. Same as above, explanatory diagram showing the approximation error for the trajectory Same as above, flowchart of follow-up running control The flowchart of follow-up running control concerning a 2nd embodiment of the present invention.

  Embodiments of the present invention will be described below with reference to the drawings. First, a first embodiment of the present invention will be described.

  In FIG. 1, reference numeral 10 denotes a travel control system for a vehicle such as an automobile, and executes travel control including autonomous automatic driving of the vehicle. This travel control system 10 is mainly composed of the travel control device 100, and includes an external environment recognition device 20, a map information processing device 30, an engine control device 40, a transmission control device 50, a brake control device 60, a steering control device 70, etc. They are connected to each other via a communication bus 150 forming a network.

  The external environment recognition device 20 recognizes the external environment around the host vehicle by various devices such as an in-vehicle camera, a millimeter wave radar, and a laser radar. In the present embodiment, the external environment recognition device 20 will mainly be described with respect to recognition of the external environment by the in-vehicle camera 1 and the image recognition device 2.

  In this embodiment, the camera 1 is a stereo camera composed of two cameras 1a and 1b that capture the same object from different viewpoints, and is a shutter-synchronized camera having an image sensor such as a CCD or CMOS. is there. These cameras 1a and 1b are, for example, arranged with a predetermined baseline length in the vicinity of a room mirror inside the front window at the upper part of the vehicle interior.

  A pair of left and right images captured by the camera 1 is processed by the image recognition device 2. The image recognition device 2 obtains a pixel shift amount (parallax) at the corresponding position of the left and right images by stereo matching processing, converts the pixel shift amount into luminance data or the like, and generates a distance image. From the principle of triangulation, the point on the distance image is a point in real space where the vehicle width direction of the own vehicle, that is, the left-right direction is the X axis, the vehicle height direction is the Y axis, and the vehicle length direction, that is, the distance direction is the Z axis. The coordinates are transformed, and the white line (lane) of the road on which the host vehicle travels, the obstacle, the vehicle traveling in front of the host vehicle, and the like are recognized three-dimensionally.

  A road white line as a lane can be recognized by extracting a point group that is a candidate for a white line from an image and calculating a straight line or a curve connecting the candidate points. For example, in a white line detection region set on an image, an edge whose luminance changes more than a predetermined value is detected on a plurality of search lines set in the horizontal direction (vehicle width direction), and one set of white lines is set for each search line. A start point and a white line end point are detected, and an intermediate region between the white line start point and the white line end point is extracted as a white line candidate point.

  Then, the time series data of the spatial coordinate position of the white line candidate point based on the vehicle movement amount per unit time is processed to calculate a model that approximates the left and right white lines, and the white line is recognized by this model. As an approximate model of the white line, an approximate model obtained by connecting linear components obtained by the Hough transform, or a model approximated by a curve such as a quadratic equation can be used.

  The map information processing apparatus 30 includes a map database, measures the position of the host vehicle based on signals from GPS satellites, etc., and collates with map data. The map database includes map data for displaying vehicle route guidance and the current position of the vehicle, and high-definition map data for performing driving support control including automatic driving.

  The map information processing device 30 presents the driving route guidance and traffic information based on the comparison between the positioning result of the own vehicle position and the map data to the driver via a display device (not shown), and the own vehicle and the preceding vehicle travel. Road shape data such as the curvature, lane width, and shoulder width of the road, and map information for travel control such as road azimuth, road white line type, and number of lanes are output.

  The engine control device 40 controls the operation state of an engine (not shown) based on signals from various sensors that detect the engine operation state and various control information transmitted via the communication bus 150. The engine control device 40 is, for example, fuel injection control, ignition timing control, electronic control throttle based on intake air amount, throttle opening, engine water temperature, intake air temperature, air-fuel ratio, crank angle, accelerator opening, and other vehicle information. Engine control is performed mainly for valve opening control.

  The transmission control device 50 supplies hydraulic pressure to be supplied to an automatic transmission (not shown) based on signals from sensors for detecting a shift position, vehicle speed, and the like and various control information transmitted via the communication bus 150. And control the automatic transmission according to a preset shift characteristic.

  The brake control device 60 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. To do. Further, the brake control device 60 calculates the brake fluid pressure of each wheel based on the brake force of each wheel, and performs anti-lock brake system, side slip prevention control, and the like.

  The steering control device 70 controls assist torque by an electric power steering motor (not shown) provided in the vehicle steering system based on, for example, vehicle speed, driver steering torque, steering wheel angle, yaw rate, and other vehicle information. In addition, the steering control device 70 drives and controls the electric power steering motor with a steering amount that follows the traveling locus of the preceding vehicle when traveling following the preceding vehicle traveling in front of the host vehicle according to an instruction from the traveling control device 100. To do.

  Next, the travel control device 100 that is the center of the travel control system 10 will be described. The travel control device 100 generates a target route that is a target of the following traveling of the host vehicle based on the recognition result of the external environment by the external environment recognition device 20, and the engine control device 40 so as to travel along the target route. The travel control via the transmission control device 50, the brake control device 60, and the steering control device 70 is executed.

  Specifically, when the white line on the road is stably recognized, the traveling control apparatus 100 performs control so as to follow the target route having the locus at the center position of the left and right white lines. On the other hand, when there is no white line on the road or the white line cannot be recognized and the preceding vehicle is supplemented in front of the host vehicle, control is performed so as to follow the target route based on the travel locus of the preceding vehicle.

  In this case, in the follow-up traveling control for the preceding vehicle, if the preceding vehicle meanders, the possibility that the own vehicle also meanders increases. Accordingly, the traveling control device 100 detects a vehicle (parallel running vehicle) that travels in parallel with the preceding vehicle, and controls the following traveling to the preceding vehicle by using the information on the parallel running vehicle together. Stable follow-up control is realized by reducing the influence of meandering. For this reason, as shown in FIG. 1, the travel control device 100 includes a trajectory detection unit 101, a preceding vehicle registration unit 102, a parallel running vehicle registration unit 103, a route output unit 104, and a control unit 105.

  In the present embodiment, an example is described in which the information on the parallel running vehicle is taken in and tracking control for the preceding vehicle is performed. However, when the white line recognition is unstable in the tracking control for the white line, the white line By performing the follow-up running control together with the information and the information of the parallel running vehicle, the stable follow-up running control can be similarly realized.

  The trajectory detection unit 101 sets target points for the white line of the road as the traveling lane, the preceding vehicle ahead of the host vehicle, and the parallel running vehicle, and detects the trajectory of each target point. For example, the target point for the white line is set to the center position of the left and right white lines, the target point for the preceding vehicle and the parallel running vehicle is set to the center position in the width direction of the rear area of the preceding vehicle and the parallel running vehicle, and each target point is set. Detects the trajectory that moves. In the present embodiment, an example will be described in which the locus of a target point is detected by approximation with a quadratic curve.

(A) In the case of a white line A white line candidate point detected on an image is used as a target point and is mapped to a coordinate system in real space with respect to each image coordinate system. The white line candidate points on this image are, for example, candidate points from about 7 to 8 m on the near side to about 100 m on the far side, and all these white line candidate points are mapped to the real space. Then, by combining the white line candidate points detected on the image with the past white line data estimated based on the movement amount of the host vehicle, by identifying the approximate curve for each candidate point, the white line as the traveling lane Detect the trajectory.

(B) In the case of a preceding vehicle or a parallel running vehicle, the coordinates of the back center of the preceding vehicle are set as a point P. On the other hand, based on the following formulas (1) to (4), only the movement amount of the own vehicle is given every moment. It updates and creates the trajectory point group of the preceding vehicle and the trajectory point group of the parallel running vehicle. By identifying an approximate curve for this locus point group, the traveling locus of the preceding vehicle and the traveling locus of the parallel running vehicle are detected.

Specifically, for example, a target candidate point P is obtained for each frame based on the amount of movement of the host vehicle per frame of the captured image of the camera 1, and a curve that approximates the point group of the candidate point P is obtained by: Calculated as the trajectory of the target point. Specifically, based on the relationship shown in FIG. 2, based on the vehicle speed V of the host vehicle CR and the yaw angle θ obtained from the yaw rate of the host vehicle CR, the frame rate Δt (time until the captured image is updated by one frame). The movement amounts Δx and Δz to the host vehicle CR ′ are calculated using the following equations (1) and (2).
Δx = V · Δt · sin θ (1)
Δz = V · Δt · cos θ (2)

Next, as shown in the following equations (3) and (4), the movement of the host vehicle with respect to the candidate point Pold (Xold, Zold) in the vehicle fixed coordinate system (X, Z) detected before the previous frame After subtracting the quantities Δx and Δz, the coordinates of the candidate point Ppre (Xpre, Zpre) in the current frame are calculated by performing coordinate transformation to the vehicle fixed coordinate system (X ′, Z ′) in the current frame. .
Xpre = (Xold−Δx) · cos θ− (Zold−Δz) · sin θ (3)
Zpre = (Xold−Δx) · sin θ + (Zold−Δz) · cos θ (4)

Then, by applying, for example, the least square method to the point group of these candidate points, a path PH in which the locus of the candidate points is expressed by a quadratic curve is obtained as shown in the following equation (5) ( (See FIG. 3). In the equation (5), coefficients A, B, and C represent components constituting the route, the coefficient A is the curvature component of the route, and the coefficient B is the yaw angle component of the route relative to the host vehicle (the longitudinal axis of the host vehicle and the route ( The angle component between the tangent line) and the coefficient C indicate the position component (lateral position component) in the lateral direction of the route with respect to the host vehicle.
X = A · Z ² + B · Z + C (5)

A locus obtained by applying the equation (5) to the white line can be represented by a curve of the following equation (5-1) having a curvature component A1, a yaw angle component B1, and a lateral position component C1. Moreover, the locus | trajectory which applied (5) Formula to a preceding vehicle can be shown with the curve of the following (5-2) Formula which has curvature component A2, yaw angle component B2, and lateral position component C2. Furthermore, the trajectory in which the equation (5) is applied to a parallel running vehicle can be represented by the following equation (5-3) curve having a curvature component A3, a yaw angle component B3, and a lateral position component C3.
X = A1 · Z ² + B1 · Z + C1 (5-1)
X = A2 · Z ² + B2 · Z + C2 (5-2)
^{X = A3 · Z 2 + B3} · Z + C3 ... (5-3)

  In the route by the white line, the center position of the left and right white line candidate points may be used as the target point, and the above equation (5) may be calculated from the center target point. The curve of the formula (5) is calculated for each of the above, and the locus of the center position obtained from the left and right curves is used as the path.

  The preceding vehicle registration unit 102 is a vehicle that follows the same route as that of the host vehicle and is a vehicle that performs an operation capable of following control. The conditions shown in the following (E1-1) to (E1-3) Evaluate with. And the vehicle which satisfy | fills all the conditions of (E1-1)-(E1-3) is registered as a preceding vehicle of tracking object, and the action | operation of tracking driving control is permitted. Conversely, if the conditions (E1-1) to (E1-3) are no longer satisfied, the preceding vehicle registration is turned OFF at that time.

(E1-1) The curvature of the trajectory of the vehicle is within a predetermined range.
When the curvature of the trajectory of the vehicle to be evaluated is within the set range with respect to the curvature of the road, etc., as a candidate for the tracking target running in the same lane as the host vehicle, and when exceeding the set range, The preceding vehicle registration is turned off and the vehicle is excluded from the target of tracking as if the vehicle deviates from the lane.

(E1-2) The lateral position with respect to the trajectory of the vehicle is settled within a predetermined range.
If the observed value of the lateral position with respect to the trajectory approximated by the least-squares method of the point sequence of the vehicle to be evaluated is within the set range, and the variation in the observed value is not large, the observed value of the lateral position is determined as a candidate for the tracking target. If the vehicle exceeds the set range, the preceding vehicle registration is turned off and the vehicle is removed from the tracking target because the vehicle is meandering greatly or is about to change lanes.

(E1-3) The vehicle is not operating the direction indicator.
When the direction indicator is activated with the evaluation target vehicle not operating the direction indicator as a condition of the tracking target candidate, the preceding vehicle registration is turned off as a departure from the current lane due to a lane change, etc. And remove it from the tracking target.

  The parallel running vehicle registration unit 103 selects a vehicle that runs parallel to the vehicle registered as the preceding vehicle and registers it as a parallel running vehicle. In selecting a parallel running vehicle, a vehicle predicted to travel in a direction different from that of the preceding vehicle is not appropriate as a vehicle for acquiring follow-up control information. Therefore, evaluation is performed under the following conditions (E2-1) to (E2-3), and only a vehicle that satisfies all of these conditions is set as a parallel vehicle, and parallel vehicle registration is turned ON. Conversely, when the conditions (E2-1) to (E2-3) are no longer satisfied, the parallel running vehicle registration is turned OFF.

(E2-1) The curvature of the vehicle trajectory is within a predetermined range.
If the curvature of the trajectory of the vehicle to be evaluated is within the set range with respect to the curvature of the lane, etc., it is considered as a candidate for a parallel running vehicle as it proceeds in the same direction as the preceding vehicle. Because it may go in a different direction, it is removed from the candidates for parallel vehicles.

(E2-2) The trajectory of the preceding vehicle and the trajectory of the vehicle to be evaluated are parallel.
As shown in FIG. 4, the lateral position offset (deviation of the X coordinate value) between the trajectory PH2 of the preceding vehicle CR2 and the trajectory PH3 of the vehicle CR3 that evaluates the parallel running vehicle is set to a distance close to the own vehicle CR and a distant distance. It is calculated at two points with distance. When the absolute value | d1-d | of the difference between the horizontal position offset d1 at a short distance and the horizontal position offset d1 at a long distance is within a predetermined threshold, the vehicle CR3 travels in parallel with the preceding vehicle CR2. If it exceeds the threshold, the corresponding vehicle CR3 is excluded from the parallel vehicle candidates because it may travel in a different direction from the preceding vehicle CR2.

(E2-3) The vehicle is not operating the direction indicator.
As a condition of a parallel running vehicle candidate that the vehicle to be evaluated does not operate the direction indicator, when the direction indicator is operating, the parallel running vehicle is assumed to deviate from the current lane due to lane change etc. Remove from the candidate.

  When the white line can be stably recognized, the route output unit 104 outputs the route data of the target route based on the white line to the control unit 105 with the trajectory represented by the equation (5-1) as the target route. On the other hand, when there is no white line or the white line cannot be recognized and there is a vehicle registered as a preceding vehicle in front of the host vehicle but there is no vehicle registered as a parallel running vehicle, the trajectory shown by the equation (5-2) is used. As the target route, route data of the target route based on the preceding vehicle is output to the control unit 105.

  Further, when there is a vehicle registered as a preceding vehicle in front of the host vehicle and there is a vehicle registered as a parallel running vehicle, the path component of the trajectory of the preceding vehicle expressed by the equation (5-2) and (5 -3) Weighting and integrating the path components of the parallel vehicle trajectory expressed by the equation (3), and setting the integrated route obtained by integrating the trajectory of the preceding vehicle and the trajectory of the parallel vehicle as a target route, the route data of the integrated route is controlled by the control unit. To 105.

Specifically, as shown in the following equations (6) to (8), a value obtained by weighted averaging the curvature component A2 of the trajectory of the preceding vehicle and the curvature component A3 of the trajectory of the parallel running vehicle with weights W2 and W3, A value obtained by weighted averaging the yaw angle component B2 of the trajectory of the preceding vehicle and the yaw angle component B3 of the trajectory of the parallel running vehicle with weights W2 and W3, and the lateral position component C2 of the trajectory of the preceding vehicle are respectively calculated as the curvature component Ai and the yaw. As the corner component Bi and the lateral position component Ci, an integrated route represented by the equation (9) is generated, and the route data is output.
Ai = W2 / A2 + W3 / A3 (6)
Bi = W2 / B2 + W3 / B3 (7)
Ci = C2 (8)
X = Ai · Z ² + Bi · Z + Ci (9)

  In the above integrated route, the curvature component A3 and the yaw angle component B3 of the parallel running vehicle are compared with the curvature component A2 and the yaw angle component B2 of the preceding vehicle in order to follow the position where the preceding vehicle ran without meandering. However, if the information on the parallel running vehicle is added to the lateral position component C2 of the preceding vehicle, the traveling position of the host vehicle itself is changed, and there is a possibility that the vehicle will deviate from the route of the preceding vehicle.

  Therefore, in the present embodiment, for the lateral position component Ci of the integrated route, the lateral position component C3 of the parallel running vehicle is not integrated with respect to the lateral position component C2 of the preceding vehicle, and Ci = C2. In other words, regarding the lateral position component Ci of the integrated route, the weight of the lateral position component C2 of the preceding vehicle is set to 100%, and the weight of the lateral position component C3 of the parallel running vehicle is set to 0%.

  In weights W2 and W3 in equations (6) and (7), weight W2 is the weight of the trajectory of the preceding vehicle, weight W3 is the weight of the trajectory of the parallel running vehicle, and for both the preceding vehicle and the parallel running vehicle. It is determined how much weight to generate the integrated route. In this case, when meandering is recognized for both the preceding vehicle and the parallel running vehicle, the approximation error tends to increase when the respective trajectories are obtained by second-order least square approximation of the point sequence.

Therefore, as shown in FIG. 5, the approximation error En for each observed value Pt of the trajectory PH obtained by second-order least square approximation of the point sequence is accumulated for the preceding vehicle and the parallel vehicle, respectively, and the respective accumulations in the set period are performed. Average the values. Then, as shown in the following formulas (10) and (11), the average value of the approximate error (average value of the integrated value) Ea2 of the locus of the preceding vehicle vehicle and the average value (the integrated value) of the approximate error of the track of the parallel running vehicle Based on the difference of the average value (Ea3), the weights W2 and W3 are determined. However, when (Ea2 + Ea3) is 0, W2 = W3 = 1.
W2 = 1−Ea2 / (Ea2 + Ea3) (10)
W3 = 1−W2 (11)

  The control unit 105 corrects the current steering angle via the steering control device 70 so that the center position in the vehicle width direction of the host vehicle coincides with the control target point on the target route, and follows the target route. Control. The steering control to the control target point is performed by feedback control for a deviation δ (see FIG. 2) between the estimated lateral position of the host vehicle and the target point at a predetermined distance when traveling at the current steering angle, and between the target route and the host vehicle. The feedback control for the relative yaw angle and the feedforward control for the curvature of the target path are mainly executed.

  The estimated lateral position of the host vehicle at a predetermined distance can be calculated from the steering angle, the vehicle speed, the vehicle-specific stability factor, the wheel base, the steering gear ratio, and the yaw rate of the host vehicle detected by the sensor. It is also possible to calculate by using.

For example, as shown in the following equation (12), the steering control amount of the feedforward control with respect to the curvature component A of the target route, and the relative yaw angle θy between the target route and the host vehicle based on the yaw angle component B of the target route. The target steering angle αref is calculated by adding the steering control amount of the feedback control to the above and the steering control amount of the feedback control with respect to the deviation δ between the estimated lateral position of the vehicle based on the lateral position component C of the target route and the target point. And output to the steering control device 70.
αref = Gff · A + Gy · θy + Gf · δ (12)
Where Gff: feed forward gain for curvature component A of the target path
Gy: feedback gain for the relative yaw angle θy between the target route and the vehicle
Gf: feedback gain for deviation δ of the lateral position between the host vehicle and the target route when traveling at the current steering angle

  The steering control device 70 calculates a target steering torque based on the deviation between the target steering angle αref and the actual steering angle, and controls the electric power steering motor. Specifically, the control to the target torque is executed as current control of the electric power steering motor. For example, the electric power steering motor is driven by a drive current by PID control.

  Next, the program process of the following traveling control in the traveling control device 100 will be described using the flowchart shown in FIG.

  In this follow-up running control, in the first step S1, it is checked whether or not the white line on the road can be stably recognized based on the information from the external environment recognition device 20. If the white line can be stably recognized, a target route based on the white line information is generated in step S2, and follow-up running control for following the target route based on the white line information is executed in step S3. To do.

  On the other hand, when the white line cannot be stably recognized, the process proceeds from step S1 to step S4, and it is checked whether or not there is a vehicle registered as a preceding vehicle ahead of the host vehicle. And when there is no vehicle registered as a preceding vehicle, this process is passed, and when there is a vehicle registered as a preceding vehicle, there is a vehicle registered as a parallel running vehicle in step S5. Check if it exists.

  In step S5, when there is no vehicle registered as a parallel running vehicle, the process proceeds from step S5 to step S6, and a target route based on the preceding vehicle information is generated. In step S7, follow-up running control for following the target route based on the preceding vehicle information is executed.

  On the other hand, if there is a vehicle registered as a parallel running vehicle in step S5, the process proceeds from step S5 to step S8, and an integrated route in which the preceding vehicle information and the parallel running vehicle information are integrated is generated. In step S9, follow-up running control for following the integrated route is executed. In the follow-up traveling control to the integrated route, the information on the parallel running vehicle is reflected in the curvature component and the yaw angle component of the integrated route, and the information on the preceding vehicle is used as the lateral position component.

  As described above, in the present embodiment, when the follow-up traveling to the preceding vehicle is performed, an integrated route is generated by weighting and integrating the route component based on the information on the traveling lane and the route component based on the information on the parallel running vehicle. , Control to follow this integrated path. As a result, even when the preceding vehicle is meandering while following the preceding vehicle, it is possible to prevent the subject vehicle from being snatched and meandering, and stable traveling control can be realized.

  Next, a second embodiment of the present invention will be described. In the second mode, when the white line recognition is unstable in the following traveling control to the white line, the white line information and the information on the parallel running vehicle are integrated to enable stable following traveling control.

  The route based on the white line information may be unstable because the distance between the preceding vehicle and the own vehicle is short in a traffic jam scene or the like, and the shape of the white line is not stable. However, not all physical values for white line information are unstable, and the curvature and yaw angle components of the white line path component tend to be unstable, but the horizontal position component of the white line relative to the host vehicle is stable. ing. Accordingly, by reflecting the curvature and yaw angle component of the trajectory of the parallel running vehicle in the curvature and yaw angle component of the route based on the white line information, the influence of the recognition instability of the white line is reduced and stable follow-up traveling is realized. It becomes possible.

For this reason, in the second embodiment, the curvature component Ai and the yaw angle component Bi of the integrated path are set in parallel with the weight W1 corresponding to the approximation error of the white line locus, as shown in the following equations (13) and (14). It calculates using the weight W3 according to the approximate error of the locus | trajectory of a running vehicle. The horizontal position component Ci of the integrated path is the horizontal position component C1 of the white line path as shown in the equation (15).
Ai = W1 · A1 + W3 · A3 (13)
Bi = W1 · B1 + W3 · B3 (14)
Ci = C1 (15)

As described in the first embodiment, the weights W1 and W3 are determined based on the approximation error with respect to the observed value of the trajectory obtained by the second-order least square approximation of the point sequence, and the following (16), As shown in the equation (17), the calculation is based on the difference between the average values (average values of the integrated values) Ea1 and Ea3 of the approximate error of the white line locus and the parallel vehicle locus. However, when (Ea1 + Ea3) is 0, W1 = W3 = 1.
W1 = 1−Ea1 / (Ea1 + Ea3) (16)
W3 = 1−W1 (17)

  In addition, although the 2nd form demonstrates the example which integrates parallel running vehicle information with white line information, you may make it integrate preceding vehicle information and parallel running vehicle information with white line information.

For example, when the preceding vehicle information is integrated with the white line information, the curvature component Ai and the yaw angle component Bi of the integrated route are approximate errors for each locus as shown in the following equations (18) and (19). It becomes a component that is weighted and averaged based on the weights W11 and W21. The horizontal position component Ci is left as the horizontal position component C1 of the white line path as in the equation (15).
Ai = W11 · A1 + W21 · A2 (18)
Bi = W11 · B1 + W21 · B2 (19)

Further, when the preceding vehicle information and the parallel running vehicle information are integrated into the white line information, the curvature component Ai and the yaw angle component Bi of the integrated route are as shown in the following equations (20) and (21). This is a component that is weighted and averaged with weights W12, W22, and W32 based on the approximation error for each locus. The horizontal position component Ci is left as the horizontal position component C1 of the white line path as in the equation (15).
Ai = W12 · A1 + W22 · A2 + W32 · A3 (20)
Bi = W12 · B1 + W22 · B2 + W32 · B3 (21)

  The follow-up running control of the second form is shown in the flowchart of FIG. The follow-up running control of the second form shown in FIG. 7 adds processing related to the integrated route of the white line and the parallel running vehicle to the follow-up running control of the first form (see FIG. 6). Processes relating to the route, the route of the preceding vehicle, and the integrated route of the preceding vehicle and the parallel running vehicle are the same as in the first embodiment.

  That is, if the white line cannot be stably recognized in step S1 and there is no vehicle registered as a preceding vehicle in step S4, the process proceeds from step S4 to step S10, and there is a vehicle registered as a parallel running vehicle. Check whether or not.

  If there is a vehicle registered as a parallel running vehicle, the process proceeds from step S10 to step S11 to generate an integrated route in which the white line information and the parallel running vehicle information are integrated. In step S12, the vehicle follows the integrated route. Follow-up running control is performed to In the following traveling control for the integrated route, the information on the parallel running vehicle is reflected in the curvature component and the yaw angle component of the white line route, and the horizontal position component of the white line route is maintained.

  In the second mode, the route component based on the white line information is weighted with the route component based on the information on the parallel running vehicle to generate an integrated route, and control is performed so that the host vehicle follows the integrated route. Therefore, even if the shape of the white line is not stable and the recognition of the white line becomes unstable during the travel control following the white line, the stable travel control can be continued.

DESCRIPTION OF SYMBOLS 10 Travel control system 20 External environment recognition apparatus 100 Travel control apparatus 101 Trajectory detection part 102 Leading vehicle registration part 103 Parallel running vehicle registration part 104 Path | route output part 105 Control part

Claims (5)

A travel control device for a vehicle that generates a target route on which the host vehicle travels and controls the follow-up travel to the target route,
At least two of a trajectory of a traveling lane in which the host vehicle travels, a trajectory of a preceding vehicle that travels in front of the host vehicle, and a trajectory of a parallel running vehicle that travels in parallel with the preceding vehicle. A locus detection unit to detect;
A route output unit that integrates the route components detected by the locus detection unit with weighting for each locus, and outputs the integrated integrated route as the target route. Travel control device.   The path output unit integrates the path component of the trajectory of the parallel running vehicle into the path component of the trajectory of the preceding vehicle and follows the path based on the travel lane in the follow-up traveling on the path based on the trajectory of the preceding vehicle. 2. The vehicle travel control apparatus according to claim 1, wherein in the follow-up traveling, the path component of the trajectory of the parallel running vehicle is integrated into the path component of the trajectory of the travel lane.   The path component of the trajectory includes a curvature component of the trajectory, an angle component between the host vehicle and the trajectory, and a lateral position component in a lateral direction between the host vehicle and the trajectory, and the curvature component 3. The vehicle travel control apparatus according to claim 1, wherein the lateral position component is not the integration target, and the angle component is the integration target. 4.   The vehicle travel control device according to any one of claims 1 to 3, wherein a condition having a trajectory parallel to the trajectory of the preceding vehicle within a predetermined range is a condition as the parallel running vehicle. .   5. The vehicle travel control device according to claim 1, wherein the weight is set based on an error between an approximate curve of a point sequence that approximates the trajectory and an observed value.

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