JP2021172098A - Travel route generation system and vehicle operation support system - Google Patents

Abstract

To generate a target travel route which considers a travel route by an expert driver concerning complex curve adequately.SOLUTION: A travel route generation system 100 includes an ECU 10 which acquires track information from a camera 21 and a radar 22 and generates a target travel route which causes a vehicle 1 to travel in a track. The ECU 10 detects a complex curve which is composed of a first curved path, a second curved path which is present in a proceeding direction end of the first curved path and curves in a direction identical to the first curved path and a straight track which is interposed by these curved paths on the basis of the track information. The target travel route is generated so that a portion of the target travel route corresponding to the straight track positions apart from a lane center line in a direction reversed to a direction in which the second curved path curves when the complex curve is detected and so that a clipping point contained in a portion of the target travel route corresponding to the second curved path positions the proceeding direction end rather than the central position in a length direction of the second curved path.SELECTED DRAWING: Figure 3

Description

The present invention relates to a travel route generation system that generates a travel route of a vehicle and a vehicle driving support system that assists the driving of a vehicle based on the travel route.

Conventionally, a target driving route for driving the vehicle is set based on the surrounding conditions of the vehicle and the condition of the vehicle, and the vehicle driving support (specifically, driving assist control) is performed based on the target driving route. And automatic operation control) are being developed. For example, in Patent Document 1, the target traveling route is set so that the radius of curvature of the cornering line is larger than the radius of curvature of the center line (lane center line) located at the center in the width direction in the lane. The technology for improving the riding comfort and fuel efficiency of the vehicle is disclosed.

Japanese Unexamined Patent Publication No. 2017-100652

By the way, an expert driver who is skilled in driving tends to drive a vehicle so as to pass a position deviated from the center line of the lane within the range of the lane width when traveling on a curved road. In addition, the expert driver consciously sets the clipping point (the position closest to the inner end of the curved road in the vehicle width direction when the vehicle turns the curved road) at an appropriate position on the curved road. There is a tendency to drive so that the vehicle passes through this clipping point.

In particular, when the expert driver travels on a predetermined traveling path (hereinafter, appropriately referred to as a "composite corner") composed of two curved roads that turn in the same direction and a straight road sandwiched between these curved roads. There is a tendency to consciously set the clipping point to a peculiar position and drive. Therefore, it is considered that it is sufficient to be able to generate a target traveling route to be applied to the compound corner in consideration of the traveling route by the expert driver in such a compound corner. Specifically, when generating a target traveling route to be applied to a compound corner, it is considered good to take into consideration the position of the clipping point used by the expert driver in the compound corner.

The present invention has been made to solve the above-mentioned problems, and is an expert on a predetermined traveling road consisting of two curved roads that turn in the same direction and a straight road sandwiched between these curved roads. To provide a driving route generation system capable of generating a target driving route that appropriately considers the driving route by the driver, and a vehicle driving support system capable of providing vehicle driving support based on the target driving route. With the goal.

In order to achieve the above object, the present invention is a travel route generation system, which is a travel route information acquisition device for acquiring travel route information regarding a vehicle's travel route, and a vehicle on the travel route based on the travel route information. It has an arithmetic unit configured to generate a target traveling route to be traveled on the first curved road, and the arithmetic unit exists in the traveling direction of the first curved road and the first curved road and is the same as the first curved road. A predetermined travel path consisting of a second curved path that turns in a direction and a straight path sandwiched between the first curved path and the second curved path is detected based on the traveling path information, and the predetermined traveling path is detected. In this case, (1) the part of the target travel path corresponding to the straight road is located away from the lane center line in the direction opposite to the turning direction of the second curved road, and (2) corresponds to the second curved road. The feature is that the clipping point included in the part of the target traveling path is configured to generate the target traveling path so as to be located ahead of the central position in the length direction of the second curved road in the traveling direction. do.
According to the present invention configured in this way, an expert driver when traveling on a predetermined traveling path (composite corner) consisting of two curved roads that turn in the same direction and a straight road sandwiched between these curved roads. It is possible to generate a target travel route similar to the travel route. Then, if the driving is controlled so that the vehicle travels along the target traveling route, the traveling route by the expert driver at the compound corner can be traced by the vehicle, and sporty driving can be realized at the compound corner.

In the present invention, preferably, the arithmetic unit calculates the curvature distribution of the traveling path based on the traveling path information, calculates the normalized curvature distribution obtained by normalizing the curvature distribution, and performs a predetermined traveling based on the normalized curvature distribution. The straight road included in the road is specified, and the portion of the normalized curvature distribution corresponding to the specified straight road is shifted in the direction opposite to the direction corresponding to the bending direction of the second curved road, and the normalization after this shift is performed. Based on the curvature distribution, it is configured to generate a target travel path such that the portion of the target travel path corresponding to the straight road is located away from the lane center line in the direction opposite to the curve direction of the second curved road. ..
According to the present invention configured in this way, the portion of the target traveling path corresponding to the straight road is appropriately positioned outside the lane center line (opposite to the turning direction of the curved road) within the range of the lane width. Can be made to.

In the present invention, preferably, the arithmetic unit further shifts the normalized curvature distribution after the shift in the direction corresponding to the traveling direction, and the clipping point is the second curved path based on the normalized curvature distribution after the shift. It is configured to generate a target travel path that is located ahead of the central position in the longitudinal direction in the direction of travel.
According to the present invention configured as described above, the clipping point on the second curved path can be appropriately positioned ahead of the central position of the second curved path in the traveling direction.

In a preferred example, the arithmetic unit may be configured to shift the normalized curvature distribution in a direction corresponding to the direction of travel by applying a predetermined delay filter to the normalized curvature distribution.

In another aspect, in the present invention, the vehicle driving support system has a control device configured to drive and control the vehicle so that the vehicle travels along the travel path generated by the travel route generation system described above. It is characterized by that.

According to the travel route generation system of the present invention, a travel route by an expert driver is provided for a predetermined travel route (composite corner) consisting of two curved roads that turn in the same direction and a straight road sandwiched between these curved roads. It is possible to generate a target traveling route that appropriately takes into consideration the above, and according to the vehicle driving support system of the present invention, it is possible to appropriately provide driving support for a vehicle based on such a target traveling route.

It is a block diagram which shows the schematic structure of the vehicle driving support system to which the traveling route generation system by embodiment of this invention is applied. It is explanatory drawing of the basic concept of the target traveling path by embodiment of this invention. It is a flowchart which concerns on the target traveling route generation and driving support by embodiment of this invention. This is an example of a composite corner to which the process related to the flowchart of FIG. 3 is applied. The result when the process related to each step of the flowchart of FIG. 3 is applied to the composite corner of FIG. 4 is shown. The target traveling route generated when the processing of the flowchart of FIG. 3 is executed for the composite corner of FIG. 4 is shown. It is an enlarged view of the 2nd left curve part in the target traveling path of FIG.

Hereinafter, the traveling route generation system and the vehicle driving support system according to the embodiment of the present invention will be described with reference to the accompanying drawings.

[System configuration]
First, with reference to FIG. 1, the configuration of the vehicle driving support system to which the traveling route generation system according to the embodiment of the present invention is applied will be described. FIG. 1 is a block diagram showing a schematic configuration of a vehicle driving support system to which the traveling route generation system according to the embodiment of the present invention is applied.

The vehicle driving support system 100 has a function as a traveling route generation system for setting a target traveling route for the vehicle 1 to travel on the traveling road, and also has a driving support for driving the vehicle 1 along the target traveling route. It is configured to perform control (driving assist control and automatic driving control). As shown in FIG. 1, the vehicle driving support system 100 includes an ECU (Electronic Control Unit) 10 as an arithmetic unit and a control device, a plurality of sensors, and a plurality of control systems.

Specifically, the plurality of sensors include a camera 21, a radar 22, a vehicle speed sensor 23 for detecting the behavior of the vehicle 1 and a driving operation by an occupant, an acceleration sensor 24, a yaw rate sensor 25, a steering angle sensor 26, and the like. The accelerator sensor 27 and the brake sensor 28 are included. Further, the plurality of sensors include a positioning system 29 and a navigation system 30 for detecting the position of the vehicle 1. The plurality of control systems include an engine control system 31, a brake control system 32, and a steering control system 33.

Other sensors include a peripheral sonar that measures the distance and position of the peripheral structure with respect to the vehicle 1, a corner radar that measures the approach of the peripheral structure at the four corners of the vehicle 1, and a vehicle interior of the vehicle 1. An inner camera may be included to capture the image.

The ECU 10 executes various calculations based on signals received from a plurality of sensors, and appropriately sets the engine system, the brake system, and the steering system for the engine control system 31, the brake control system 32, and the steering control system 33, respectively. Sends a control signal to operate. The ECU 10 is composed of one or more processors (typically a CPU), a memory (ROM, RAM, etc.) for storing various programs, and a computer including an input / output device and the like. The ECU 10 corresponds to an example of the "arithmetic device" and the "control device" in the present invention.

The camera 21 photographs the surroundings of the vehicle 1 and outputs image data. Based on the image data received from the camera 21, the ECU 10 has an object (for example, a preceding vehicle (front vehicle), a following vehicle (rear vehicle), a parked vehicle, a pedestrian, a driving path, a lane marking line (lane boundary line, white line). , Yellow line), traffic signals, traffic signs, stop lines, intersections, obstacles, etc.). The ECU 10 may acquire information on the target object from the outside through transportation infrastructure, vehicle-to-vehicle communication, or the like. Thereby, the type, relative position, moving direction, etc. of the object are specified.

The radar 22 measures the position and speed of an object (particularly, a preceding vehicle, a following vehicle, a parked vehicle, a pedestrian, a falling object on a traveling path, etc.). As the radar 22, for example, a millimeter wave radar can be used. The radar 22 transmits radio waves in the traveling direction of the vehicle 1 and receives the reflected waves generated by reflecting the transmitted waves by the object. Then, the radar 22 measures the distance between the vehicle 1 and the object (for example, the inter-vehicle distance) and the relative speed of the object with respect to the vehicle 1 based on the transmitted wave and the received wave. In this embodiment, instead of the radar 22, a laser radar, an ultrasonic sensor, or the like may be used to measure the distance to the object and the relative speed. Further, a position and speed measuring device may be configured by using a plurality of sensors.

The camera 21 and the radar 22 correspond to an example of the "travel road information acquisition device" in the present invention. In addition, "runway information" is, for example, the regulation information (speed limit, etc.) of the runway specified in the shape of the runway (straight line, curve, curve curvature), runway width, number of lanes, lane width, sign, etc. , Intersections, pedestrian crossings, etc. In addition to such travel path information, the ECU 10 sets a target travel route for the vehicle 1 to travel based on obstacle information. This obstacle information includes the presence or absence of an obstacle on the traveling path of the vehicle 1 (for example, an object that may be an obstacle in the traveling of the vehicle 1 such as a preceding vehicle, a following vehicle, a parked vehicle, or a pedestrian), a moving direction of the obstacle, and the like. It contains information about the moving speed of obstacles.

The vehicle speed sensor 23 detects the absolute speed of the vehicle 1. The acceleration sensor 24 detects the acceleration of the vehicle 1. This acceleration includes a longitudinal acceleration and a lateral acceleration (ie, lateral acceleration). It should be noted that the acceleration includes not only the rate of change of speed in the direction of increasing speed but also the rate of change of speed in the direction of decreasing speed (that is, deceleration).

The yaw rate sensor 25 detects the yaw rate of the vehicle 1. The steering angle sensor 26 detects the rotation angle (steering angle) of the steering wheel of the vehicle 1. The ECU 10 can acquire the yaw angle of the vehicle 1 by executing a predetermined calculation based on the absolute speed detected by the vehicle speed sensor 23 and the steering angle detected by the steering angle sensor 26. The accelerator sensor 27 detects the amount of depression of the accelerator pedal. The brake sensor 28 detects the amount of depression of the brake pedal.

The positioning system 29 is a GPS system and / or a gyro system, and detects the position of the vehicle 1 (current vehicle position information). The navigation system 30 stores the map information inside, and can provide the map information to the ECU 10. The ECU 10 identifies roads, intersections, traffic signals, buildings, etc. existing around the vehicle 1 (particularly, the traveling direction) based on the map information and the current vehicle position information. The map information may be stored in the ECU 10. The navigation system 30 also corresponds to an example of the "travel road information acquisition device" in the present invention.

The engine control system 31 controls the engine of the vehicle 1. The engine control system 31 is a component whose engine output (driving force) can be adjusted. For example, a spark plug, a fuel injection valve, a throttle valve, a variable valve mechanism for changing the opening / closing timing of an intake / exhaust valve, and the like. including. When it is necessary to accelerate or decelerate the vehicle 1, the ECU 10 transmits a control signal to the engine control system 31 in order to change the engine output.

The brake control system 32 controls the brake device of the vehicle 1. The brake control system 32 is a component capable of adjusting the braking force of the brake device, and includes, for example, a hydraulic pump, a valve unit, and the like. When it is necessary to decelerate the vehicle 1, the ECU 10 transmits a control signal to the brake control system 32 in order to generate a braking force.

The steering control system 33 controls the steering device of the vehicle 1. The steering control system 33 is a component that can adjust the steering angle of the vehicle 1, and includes, for example, an electric motor of an electric power steering system. When it is necessary to change the traveling direction of the vehicle 1, the ECU 10 transmits a control signal to the steering control system 33 to change the steering direction.

[Generation of target travel route]
Next, the generation of the target travel path executed by the ECU 10 described above in the embodiment of the present invention will be described.

First, with reference to FIG. 2, the basic concept of the target traveling route according to the embodiment of the present invention will be described. As shown in FIG. 2, in the present embodiment, the ECU 10 has two curved roads in which the vehicle 1 turns in the same direction (two right curves (first right curve and second right curve) in the example of FIG. 2). , Hereinafter referred to as "co-curved roads" as appropriate) and a straight road sandwiched between these curved roads, that is, a target traveling route to be applied when traveling in a compound corner. To generate. Although it is a "composite corner" running path handled in the present embodiment, since this running path includes a straight road between two curved roads, it is not strictly a corner, but a straight road. Since the section of is relatively short, the term "composite corner" is used in this specification.

In FIG. 2, the solid line L11 shows an example of a traveling path (traveling locus) of the vehicle 1 when an expert driver skilled in driving travels in a compound corner, and the broken line L12 is a method of generating a target traveling route according to a comparative example. The target traveling route generated for the compound corner is shown, and the alternate long and short dash line L13 indicates the lane center line (the center line located in the center in the width direction in the lane of the traveling road) in the compound corner. In the comparative example, the target traveling route L12 is basically generated so that the vehicle 1 travels on an almost out-in-out route from the viewpoint of improving the riding comfort of the vehicle 1. In particular, in the comparative example, the target traveling path L12 is generated so that the radius of curvature of the path corresponding to the curved road is larger than the radius of curvature of the curved road itself (specifically, the radius of curvature of the lane center line L13). NS. In this target traveling path L12, the clipping point P12 on the second right curve is located at the center position in the length direction of the second right curve. That is, according to the target travel path L12 according to the comparative example, when the vehicle 1 turns the second right curve, the vehicle 1 is located at the innermost end of the second right curve in the vehicle width direction at the center position of the second right curve. It will be approaching.

On the other hand, the driving route L11 of the compound corner by the expert driver is basically an out-in-out route, but the route near the exit of the straight road (in other words, near the entrance of the second right curve) is the center of the lane. It deviates greatly outward (to the left) from the line L13. Further, in this traveling path L11, the clipping point P11 on the second right curve is located ahead of the central position in the length direction of the second right curve in the traveling direction (see arrow A11). That is, in the traveling path L11 by the expert driver, when the vehicle 1 turns the second right curve, the vehicle 1 is inside the vehicle width direction of the second right curve at a position ahead of the center position of the second right curve in the traveling direction. It will be closest to the edge. The reason why the expert driver uses the clipping point P11 in this way is, for example, to bring the traveling path on the second right curve closer to a straight line (see arrow A12), to travel faster on the second right curve, or to exit the straight road. It is considered that this is to secure a view for seeing the second right curve in the vicinity.

If a target travel route that traces the travel route L11 by the expert driver as described above can be generated, it is considered that sportier travel can be realized in the compound corner than the target travel route L12 according to the comparative example. Therefore, in the present embodiment, when the ECU 10 generates the target travel route for the compound corner, (1) the portion of the target travel route corresponding to the straight road is the lane center line in the direction opposite to the bending direction of the curved road. The clipping point included in the part of the target travel path corresponding to the curved road (second curved road) located away from (2) the curved road ahead in the traveling direction advances from the central position in the length direction of the curved road. The target travel route is generated so that the vehicle is located ahead of the direction.

Next, with reference to FIG. 3, a flowchart relating to target traveling route generation and driving support according to the embodiment of the present invention will be described. The process according to this flowchart is repeatedly executed by the ECU 10 at a predetermined cycle (for example, every 0.05 to 0.2 seconds). Here, in parallel with the explanation of the process according to the flowchart of FIG. 3, the case where this process is applied to the composite corner as shown in FIG. 4 is taken as an example, and the result obtained in this case is shown in FIG. It will be described with reference to FIG. The composite corner shown in FIG. 4 is composed of a first left curve, a straight road, a second left curve, and a right curve when viewed along the traveling direction. Further, FIG. 5 shows the result when the process related to each step of the flowchart of FIG. 3 is applied to the composite corner of FIG. 4, and FIG. 6 shows the process related to the flowchart of FIG. 3 with respect to the composite corner of FIG. The target traveling route generated when the above is executed is shown, and FIG. 7 shows an enlarged view of the second left curve portion in the target traveling route of FIG.

When the process according to the flowchart of FIG. 3 is started, in step S1, the ECU 10 acquires various kinds of information from the plurality of sensors (particularly the camera 21, the radar 22, the navigation system 30, etc.) shown in FIG. do. In this case, the ECU 10 acquires at least the above-mentioned travel path information.

Next, in step S2, the ECU 10 calculates the curvature distribution of the travel path, specifically the curvature distribution of the lane center line of the travel path, based on the travel path information acquired in step S1. In a typical example, the ECU 10 determines the curvature distribution of the travel path from the position coordinates of a plurality of points (a plurality of points defined at predetermined intervals on the lane center line) constituting the travel path included in the travel path information. Calculate. If the travel path information includes information on the curvature of the travel path, for example, if the map information of the navigation system 30 includes information on the curvature of the travel path, the ECU 10 uses the information on the curvature. The curvature distribution may be obtained. Here, the graph G11 of FIG. 5 shows the curvature distribution obtained from the composite corner of FIG. In FIG. 5, the horizontal axis represents the path length from a reference position (starting point or the like) on the travel path including the composite corner of FIG. 4, and the vertical axis represents the curvature of the travel path. As shown in the graph G11, according to the process of step S2, the curvature is obtained for each curved path (first left curve, second left curve and right curve), and the curvature becomes 0 on the straight path. There is.

Next, in step S3, the ECU 10 normalizes the curvature distribution obtained in step S2. Specifically, the ECU 10 encodes the curvature using a predetermined sigmoid function or the like so that the value of the curvature falls within the range of -1 to 1. For example, the ECU 10 normalizes the curvature distribution using the equation “f (s) = 2 / π × arctan {R _half · κ (s)}”. In this equation, "f (s)" indicates the normalized curvature, "κ (s)" indicates the original curvature, and "R half" is appropriately set to determine the _{curved path.} Corresponds to the threshold value (when the radius of curvature (1 / κ (s)) is R _half , f (s) becomes 0.5). Here, the graph G12 of FIG. 5 is a normalized curvature distribution of the graph G11. As shown in the graph G12, according to the process (normalization) in step S3, all the curvature values are in the range of -1 to 1. Further, the portion indicated by the reference numeral G12a in the graph G12 represents a straight road portion in which the value of the normalized curvature is substantially 0. The curvature distribution is not limited to the normalization using the above-mentioned sigmoid function, and the curvature distribution may be normalized by using various known methods.

Next, in step S4, the ECU 10 determines whether or not a straight road sandwiched between the same-direction curved roads exists based on the curvature distribution (normalized curvature distribution) normalized in step S3. That is, the ECU 10 determines whether or not the traveling path to be processed includes a straight path sandwiched between two curved paths that turn in the same direction. The ECU 10 determines a traveling road having a normalized curvature of almost 0 as a straight road, and the absolute value of the normalized curvature is larger than 0 and the curvature is forward and backward in the traveling direction of the straight road. When there are curved paths having the same positive and negative signs of, it is determined that there is a straight path sandwiched between the curved paths in the same direction (step S4: Yes). In this case, the ECU 10 proceeds to step S5. On the other hand, when the straight road sandwiched between the curved roads in the same direction does not exist (step S4: No), the ECU 10 ends the process related to the flowchart shown in FIG.

Next, in step S5, the ECU 10 processes the straight road portion specified by the determination in step S4. Specifically, the ECU 10 shifts the portion of the normalized curvature distribution corresponding to the straight road in the direction opposite to the direction corresponding to the bending direction of the curved road connected to the straight road. By doing so, the portion of the target traveling route corresponding to the straight road is positioned outside the lane center line (opposite to the turning direction of the curved road). As a result, the portion of the target traveling route corresponding to the straight road becomes a gentle curved road. Here, in the graph G13 of FIG. 5, the portion G12a (a part of the graph G12) of the normalized curvature distribution corresponding to the straight road is shifted to the right direction opposite to the left direction of the curved road (arrow). See A21).

Then, in step S6, the ECU 10 applies a predetermined delay filter to the normalized curvature distribution shifted in step S5. That is, the ECU 10 further shifts the normalized curvature distribution in the traveling direction and performs a process of smoothing (gentle) the change of the normalized curvature distribution. By doing so, the clipping point on the curved road ahead in the traveling direction at the compound corner is positioned ahead of the central position in the length direction of the curved road in the traveling direction. As a result, the portion of the target traveling path corresponding to the curved road ahead in the traveling direction at the compound corner approaches a straight line.

In one example, the ECU 10 applies as a delay filter a first-order lag function that weighted averages the previous values to obtain the later values. In this example, the ECU 10 uses the equation “g (s + 1) = (1-p) g (s) + pu (s)” as the first-order lag function. “G (s)” indicates the value of the previous curvature, “g (s + 1)” indicates the value of the curvature obtained this time, and “u (s)” is a predetermined function set in advance. , And “p” indicates a predetermined coefficient set in advance. In another example, the ECU 10 performs spline interpolation and shifts the control point of the spline in the traveling direction as a process by the delay filter. Here, the graph G14 of FIG. 5 applies a first-order lag function to the normalized curvature distribution G13 shifted in step S4. As shown in the graph G14, according to the process of step S6, the normalized curvature distribution is shifted in the traveling direction (see arrow A22), and the change of the normalized curvature distribution is smooth. As a result, the clipping point on the second left curve is located ahead of the center position in the length direction of the second left curve in the traveling direction (see arrow A23).

Next, in step S7, the ECU 10 generates a target traveling path based on the normalized curvature distribution to which the delay filter is applied in step S6. Specifically, the ECU 10 applies a line offset from the lane center line of the traveling path (composite corner) in the normal direction (vehicle width direction) according to the curvature defined in the normalized curvature distribution. Generate as a target driving route to be. That is, the ECU 10 offsets each of the plurality of points defined at predetermined intervals on the lane center line in the normal direction according to the curvature defined in the normalized curvature distribution, and thus offsets the plurality of points. Generate the connected lines as the target driving route to be applied.

Next, in step S8, the ECU 10 executes driving control including speed control and steering control of the vehicle 1 so that the vehicle 1 travels along the target traveling path generated in step S7. Specifically, the ECU 10 transmits a control signal to at least one of the engine control system 31, the brake control system 32, and the steering control system 33 to execute at least one or more of engine control, braking control, and steering control. do.

Here, when the process according to the flowchart of FIG. 3 is executed for the composite corner shown in FIG. 4, the target traveling route L3 as shown in FIGS. 6 and 7 is obtained. As shown in FIG. 6, this target traveling route L3 is generally an out-in-out route. More specifically, the portion of the target travel route L3 corresponding to the straight road, particularly the portion of the target travel route L3 near the exit of the straight road (in other words, near the entrance of the second left curve) is outside the lane center line (that is, the first). 2 It is shifted to the right, which is the opposite of the left curve). Further, as shown in FIG. 7, the clipping point P2 included in the portion of the target traveling path L3 corresponding to the second left curve is located ahead of the central position in the length direction of the second left curve in the traveling direction. (See arrow A3).

[Action and effect]
Next, the action and effect according to the embodiment of the present invention will be described.

According to the present embodiment, the ECU 10 includes a first curved path, a second curved path that exists ahead of the traveling direction of the first curved path and bends in the same direction as the first curved path, and these first curved paths. When a target travel route is generated for a predetermined travel route (composite corner) composed of a straight road sandwiched between the second curved roads, (1) the portion of the target travel route corresponding to the straight road is the second. It is located away from the center line of the lane in the direction opposite to the turning direction of the curved road, and (2) the clipping point included in the part of the target traveling route corresponding to the second curved road is in the length direction of the second curved road. The target travel route is generated so that the vehicle is located ahead of the center position in the traveling direction. As a result, it is possible to generate a target travel route similar to the travel route by the expert driver when traveling in the compound corner. If the driving is controlled so that the vehicle 1 travels along such a target traveling route, the traveling route by the expert driver at the compound corner can be traced, and sporty driving can be realized at the compound corner.

Further, according to the present embodiment, the ECU 10 calculates the curvature distribution of the traveling path based on the traveling path information, calculates the normalized curvature distribution obtained by normalizing the curvature distribution, and determines a predetermined value based on the normalized curvature distribution. A straight road in the traveling road (composite corner) is specified, and the portion of the normalized curvature distribution corresponding to the specified straight road is shifted in the direction opposite to the direction corresponding to the bending direction of the second curved road, and this shift is performed. A target traveling path is generated based on the normalized curvature distribution described later. As a result, the portion of the target traveling path corresponding to the straight road can be appropriately positioned outside the lane center line (opposite to the turning direction of the curved road) within the range of the lane width.

Further, according to the present embodiment, the ECU 10 further shifts the normalized curvature distribution after the shift as described above in the direction corresponding to the traveling direction, and the target traveling path based on the normalized curvature distribution after the shift. To generate. As a result, the clipping point on the second curved path can be appropriately positioned ahead of the central position in the length direction of the second curved path in the traveling direction.

Further, according to the present embodiment, the ECU 10 can appropriately shift the normalized curvature distribution in the direction corresponding to the traveling direction by applying a predetermined delay filter to the normalized curvature distribution.

[Modification example]
In the above-described embodiment, an example in which the present invention is applied to a vehicle 1 having an engine as a drive source is shown (see FIG. 1), but the present invention is a vehicle (electric vehicle or hybrid vehicle) whose drive source is an electric motor. It is also applicable to. In addition, in the above-described embodiment, the braking force is applied to the vehicle 1 by the braking device (brake control system 32), but in another example, the braking force may be applied to the vehicle by the regeneration of the electric motor. ..

1 vehicle 10 ECU
21 Camera 22 Radar 30 Navigation system 31 Engine control system 32 Brake control system 33 Steering control system 100 Vehicle driving support system (driving route generation system)

Claims (5)

It is a travel route generation system
A travel path information acquisition device that acquires travel path information related to the vehicle's travel path,
It has an arithmetic unit configured to generate a target travel route to be traveled by the vehicle on the travel route based on the travel route information.
The arithmetic unit
It is sandwiched between the first curved road, the second curved road that exists ahead of the traveling direction of the first curved road and bends in the same direction as the first curved road, and the first curved road and the second curved road. A predetermined track consisting of a straight road and a straight track is detected based on the track information.
When the predetermined travel path is detected, (1) the portion of the target travel path corresponding to the straight road is located away from the lane center line in the direction opposite to the bending direction of the second curved road. , (2) The target so that the clipping point included in the portion of the target traveling path corresponding to the second curved road is located ahead of the central position in the length direction of the second curved road in the traveling direction. It is configured to generate a travel path,
A travel route generation system characterized by this. The arithmetic unit
Based on the travel path information, the curvature distribution of the travel path is calculated.
Calculate the normalized curvature distribution obtained by normalizing the curvature distribution.
Based on the normalized curvature distribution, the straight road included in the predetermined traveling road is specified, and the straight road is specified.
The portion of the normalized curvature distribution corresponding to the specified straight path is shifted in the direction opposite to the direction corresponding to the bending direction of the second curved path, and based on the shifted, the normalized curvature distribution is used. It is configured to generate the target travel path such that the portion of the target travel path corresponding to the straight road is located away from the lane center line in the direction opposite to the bending direction of the second curved road.
The traveling route generation system according to claim 1. The arithmetic unit further shifts the normalized curvature distribution after the shift in a direction corresponding to the traveling direction, and based on the normalized curvature distribution after the shift, the clipping point is the length of the second curved path. The travel route generation system according to claim 2, wherein the target travel route is generated so as to be located ahead of the central position in the longitudinal direction in the traveling direction. The third aspect of the present invention, wherein the arithmetic unit is configured to shift the normalized curvature distribution in a direction corresponding to a traveling direction by applying a predetermined delay filter to the normalized curvature distribution. Travel route generation system. Having a control device configured to drive and control the vehicle so that the vehicle travels along a target travel route generated by the travel route generation system according to any one of claims 1 to 4. A featured vehicle driving support system.

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