JP4055653B2 - Vehicle speed control device and program - Google Patents

Vehicle speed control device and program Download PDF

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Publication number
JP4055653B2
JP4055653B2 JP2003149781A JP2003149781A JP4055653B2 JP 4055653 B2 JP4055653 B2 JP 4055653B2 JP 2003149781 A JP2003149781 A JP 2003149781A JP 2003149781 A JP2003149781 A JP 2003149781A JP 4055653 B2 JP4055653 B2 JP 4055653B2
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Prior art keywords
vehicle speed
speed control
information
control information
vehicle
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JP2004351994A (en
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正和 香川
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株式会社デンソー
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Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a technique for driving a vehicle stably.
[0002]
[Prior art]
Conventionally, as a technique for reducing a driver's operation burden, for example, a vehicle speed control device that controls the speed of a vehicle based on a target vehicle speed set by the driver or the like is known. Various proposals have been made to make traveling by such a vehicle speed control device safer. For example, there is one that calculates and controls a target vehicle speed for accurately passing through a corner existing ahead of the host vehicle based on node information on the road map output by the navigation device and the host vehicle position. In addition, there is one that corrects the target vehicle speed calculated in this manner based on the road surface condition of the road that is being traveled and the ambient brightness during travel (see, for example, Patent Document 1).
[0003]
[Patent Document 1]
Japanese Patent Laid-Open No. 2002-96654 (page 3, FIG. 3)
[0004]
[Problems to be solved by the invention]
However, since the node information and the vehicle position output by the navigation device each include an error, the target vehicle speed calculated based on the node information and the vehicle position also includes an error. In particular, the measurement and positioning error of the own vehicle position is conspicuous in places where it is difficult to acquire radio waves from GPS, for example, in urban areas. When vehicle speed control is performed based on such a target vehicle speed, inappropriate acceleration / deceleration is performed, which may cause the driver to feel uncomfortable. This is due to the following reason. That is, in the vehicle speed control, the vehicle is accelerated / decelerated so as to reach the target vehicle speed set in each node when passing through each node. Therefore, when the reliability of the position accuracy of each node and the reliability of the positioning accuracy of the current position of the vehicle are low, the vehicle is set so that the target vehicle speed is reached when passing a point that is before and after the actual node position. Accelerate and decelerate.
[0005]
Even if such a target speed is corrected based on the road surface condition of the road being traveled and the ambient brightness during travel as described with reference to Patent Document 1, the position accuracy of each node is not corrected. It does not increase the reliability and reliability of the positioning accuracy of the current position of the vehicle.
[0006]
Also, delineators (installed to clearly show the road alignment along the side of the roadway and guide the driver's viewpoint) using an image processing device, white lines, guardrails, and other objects placed along the road Is also known to calculate the target vehicle speed based on the detection result, but when such an image processing device is used, not only maintenance of an object such as a delineator is necessary, In the case of poor visibility, there is a problem that it becomes difficult to use.
[0007]
The present invention has been made in view of such problems, and an object of the present invention is to realize vehicle speed control that does not give the driver a sense of incongruity.
[0008]
[Means for Solving the Problems and Effects of the Invention]
The vehicle speed control device according to claim 1, which has been made in order to solve the above-described problem, has a position of a planned passing point and a value of a stable traveling speed at the point when the reliability of the road shape specified by a delineator or the like is high. Is corrected based on the shape of the road near the planned passage point.
[0009]
Specifically, based on the location of the vehicle and the map information, the vehicle travels stably when the vehicle passes through the planned passing point for each “scheduled passing point” that is the point where the vehicle is scheduled to pass. The “stable running speed”, which is the speed for performing the operation, is calculated. The road shape detection means (2, 3, 7, 8: In this column, in order to facilitate understanding of the invention, the reference numerals used in the embodiments are attached as necessary. This does not mean that the range is limited.) However, the road shape in the vicinity of the planned passage point is detected from information other than the map information. For example, the road shape detection means detects a road shape near the planned passage point by detecting an object arranged along the road, such as a delineator, a white line, or a guard rail. In this case, the road shape detection means may be configured to detect one type of object (for example, a delineator), or may be configured to detect a plurality of types of objects (delineator, white line). .
[0010]
Further, the road shape evaluation means (2, 7) evaluates the reliability of the road shape detection result detected by the road shape detection means. A known method is used to evaluate the reliability (see Examples). In this way, the reliability of the road shape detection result is evaluated when the object arranged along the road, such as a delineator, is undeveloped, or when the visibility is poor, the field of view is blocked by other vehicles. This is because the reliability varies.
[0011]
Here, when the road shape evaluation means evaluates that the reliability of the road shape detection result is high, the vehicle speed control information correction means (2) determines the position of the planned passage point and the stable traveling speed at the planned passage point. The “vehicle speed control information” that is information that is used for vehicle speed control and is configured based on the road shape is corrected. On the other hand, when the road shape evaluation means evaluates that the reliability of the road shape detection result is low, the vehicle speed control information correction means does not correct the vehicle speed control information.
[0012]
Thus, according to this vehicle speed control device, when the reliability of the road shape specified by a delineator or the like is high, the position of the planned passing point and the value of the stable traveling speed at that point are calculated based on the road near the planned passing point. Correct based on shape. Therefore, if vehicle speed control is performed based on the corrected stable traveling speed or the like, vehicle speed control that does not give the driver a sense of incongruity can be realized.
[0013]
  In this case, as the vehicle speed control information, “first vehicle speed control information” indicating the relationship between the planned passing point and the value of the stable traveling speed calculated based on the map information, and information other than the map informationDelineator information or white line informationOn the basis of theShows the calculated relationship between the estimated passing point and the value of stable running speed"Second vehicle speed control information" exists at least, and the vehicle control information correction means determines whether the first vehicle speed control information or the second vehicle speed control information is based on the similarity between the first vehicle speed control information and the second vehicle speed control information. When the first vehicle speed control information is not similar to the second vehicle speed control information, it is determined which of the second vehicle speed control information is to be adopted as the vehicle speed control information. It is conceivable to adopt the one that is distributed at a low speed as compared with the information as the vehicle speed control information.
  Further, when the vehicle speed control information is corrected by the vehicle speed control information correcting means as described above, it is conceivable to reset the position of the scheduled passage point (claim 2). Here, taking the case where the road shape detecting means detects a delineator as an example, a stable traveling speed is calculated for each delineator detected by the road shape detecting means, and the position of the planned passing point is calculated as illustrated in FIG. And a graph showing the correspondence between the value of the stable travel speed at the planned passage point (hereinafter referred to as graph (A)) and the graph showing the correspondence between the position of the delineator and the value of the stable travel speed at the delineator (hereinafter referred to as graph ( B)). In FIG. 6, when plotting each graph, the scheduled passage point and the position of the delineator are set on the horizontal axis, and the value of the stable traveling speed is set on the vertical axis. Here, when the graph (A) and the graph (B) are similar, the passage scheduled point is reset to the delineator side by the amount of deviation in the horizontal axis direction of both graphs.
[0014]
Similarly, in the case of correcting the vehicle speed control information, it is conceivable to reset the value of the stable traveling speed at the scheduled passage point (claim 3). For example, when the graph (A) and the graph (B) are not similar, the stable travel speed is set to a value that is lower than the stable travel speed value at the scheduled passage point and the stable travel speed value at the delineator. Set again.
[0015]
  Further, when correcting the vehicle speed control information based on the road shape as described above, for example, a plurality of types of objects arranged along the road such as a delineator and a white line are detected, and the detection results of the plurality of types are sequentially used. It may be. That is, for example, the vehicle speed control information may be corrected based on the detection result of the delineator, and the vehicle speed control information may be corrected based on the detection result of the white line. Conversely, the vehicle speed control information may be corrected based on the detection result of the white line. Further, the vehicle speed control information may be corrected based on the detection result of the delineator.
Further, the road shape detecting means may detect the shape of the road near the planned passing point using radio waves or ultrasonic waves.
[0016]
  By the way, in the vehicle speed control for calculating and controlling the target vehicle speed for accurately passing through the corner existing in front of the own vehicle based on the node information and the own vehicle position as described with reference to Patent Document 1, It may be different from the vehicle speed control performed by a general driver. In other words, a general driver should safely drive the curve taking into account available information such as the actual shape of the curve, the current speed of the vehicle, the road surface condition, the condition of the vehicle / curve, and the performance of the vehicle. The vehicle speed and travel trajectory are predicted quickly to control the vehicle speed. Therefore, the conventional vehicle speed control device that sets the allowable approach speed for the curve from the radius of curvature may be different from the vehicle speed control performed by a general driver, and may make the driver feel uncomfortable. Therefore, in order to eliminate such a sense of incongruity, it is conceivable to correct the vehicle speed control information based on the past traveling speed value. Specifically, the claims5As shown, the travel result information storage means (5) is composed of the "position of the spot" where the vehicle has traveled in the past and the "speed value" of the vehicle detected by the speed detection means when passing through the spot. “Travel result information”, which is information to be stored, is stored, and the travel result information evaluation means (2) evaluates the reliability of the travel result information. A known method is used to evaluate the reliability (see Examples).
[0017]
Here, when the traveling result information evaluation unit evaluates that the reliability of the traveling result information is high, the vehicle speed control information correcting unit reads the traveling result information, and at the position of the planned passing point and the planned passing point. “Vehicle speed control information”, which is information composed of the value of the stable travel speed and used for vehicle speed control, is corrected based on the read travel result information. On the other hand, when the travel result information evaluation unit evaluates that the reliability of the travel result information is low, the vehicle speed control information correction unit does not correct the vehicle speed control information.
[0018]
If there are a plurality of the above-mentioned “running result information”, the latest one of them may be used, or a value obtained by averaging, for example, the latest three vehicle speeds may be used. . Further, when the “travel result information” does not exist in the travel speed storage unit, the vehicle speed control information correction unit may not correct the vehicle speed control information.
[0019]
Thus, according to the present vehicle speed control device, when the reliability of the travel result information is high, the vehicle speed control information is corrected based on the travel result information. Therefore, if the vehicle speed control is performed based on the corrected vehicle speed control information, the vehicle speed control conforming to the curve shape performed by a general driver approaches, so that it is possible to realize vehicle speed control that does not give the driver a sense of incongruity. it can.
[0020]
  Further, when the vehicle speed control information is corrected based on the travel result information as described above, it is conceivable that the correction is performed based on the travel result information having high reliability. Specifically, the claims6As described above, the travel result information storage means stores the travel result information that has been evaluated as highly reliable by the travel result information evaluation means, and the vehicle speed control information correction means stores the travel result information storage. The driving result information stored in the means is read, and the vehicle speed control information is corrected based on the read driving result information. In this way, since the traveling result information storage means only needs to store the traveling result information with high reliability, the amount of data to be stored is smaller than when all traveling result information is stored. Less.
[0021]
  Further, when there are a plurality of pieces of travel result information, the vehicle speed control information correcting unit needs to execute various calculations such as averaging the speed values of those vehicles, which may be a burden on the vehicle speed control information correcting unit. is there. Therefore, it is conceivable to perform a calculation based on the travel result information in advance before correcting the vehicle speed control information based on the travel result information as described above. Specifically, the claims7As described above, when the travel result information evaluation unit evaluates that the reliability of the travel result information is high, the speed value calculation storage unit (2, 5), for example, based on the speed value of the travel result information, Calculation such as averaging is performed, and the calculation result is stored. For example, the most recent speed value of the vehicle is selected, or the average value of the speed values of the vehicle is calculated. Further, when the speed value calculation storage means stores the calculation result at the point where the host vehicle has traveled in the past, the speed value calculation storage means stores the speed value of the travel result information and the stored calculation result. Based on the above, the stored contents are updated from the previous calculation result to the current calculation result. Then, the vehicle speed control information correction means reads the calculation result stored in the speed value calculation storage means, and corrects the vehicle speed control information based on the read calculation result.
[0022]
  Thus, if the calculation based on the traveling result information is executed in advance, the burden on the vehicle speed control information correcting means can be reduced.
  By the way, when correcting the vehicle speed control information based on the past travel speed value, the vehicle speed control information may be corrected based on the result of learning the past travel tendency instead of the above-described travel result information. Conceivable. Specifically, the claims8As described above, the traveling tendency learning means (2) is the tendency of the past traveling speed of the own vehicle with respect to the stable traveling speed based on the vehicle speed value detected by the speed detecting means when the own vehicle has traveled in the past. The learning result information storage means (5) stores information indicating the learning result. Then, the learning result information evaluation means (2) evaluates the reliability of the learning result information. A known method is used to evaluate the reliability (see Examples).
[0023]
Here, when the learning result information evaluation means evaluates that the reliability of the learning result information is high, the vehicle speed control information correction means reads out the learning result information, and at the position of the planned passage point and the planned passage point. “Vehicle speed control information”, which is configured from the value of the stable traveling speed and is used for vehicle speed control, is corrected based on the read learning result information. On the other hand, when the learning result information evaluation unit evaluates that the reliability of the learning result information is low, the vehicle speed control information correction unit does not correct the vehicle speed control information.
[0024]
Thus, according to the present vehicle speed control device, when the reliability of the learning result information is high, the vehicle speed control information is corrected based on the learning result information. Therefore, if the vehicle speed control is performed based on the corrected vehicle speed control information, the vehicle speed control conforming to the curve shape performed by a general driver approaches, so that it is possible to realize vehicle speed control that does not give the driver a sense of incongruity. it can.
[0025]
  By the way, when the vehicle speed control information is corrected based on the past travel speed value, the vehicle speed control information is based on either “travel result information” or “calculation result” and “learning result information”. It is conceivable to correct this. Specifically, the claims9As in the claim5~7A vehicle speed control device according to any one of claims 1 to 4,8A travel tendency learning means, a learning result information storage means, and a learning result information evaluation means.5~7In place of the vehicle speed control information correcting means described in any one of the above, either “running result information” or “calculation result” is read from either the running result information storage means or the speed value calculation storage means, and “ Vehicle speed control information for reading out “learning result information” from the learning result information storage means, and further correcting vehicle speed control information based on either of the read “running result information” or “calculation result” and “learning result information” It is conceivable to provide correction means.
[0026]
Thus, according to the present vehicle speed control device, the vehicle speed control information is corrected based on either the “travel result information” or the “calculation result” and the “learning result information”. Therefore, if the vehicle speed control is performed based on the corrected vehicle speed control information, the vehicle speed control conforming to the curve shape performed by a general driver approaches, so that it is possible to realize vehicle speed control that does not give the driver a sense of incongruity. it can.
[0027]
  In this case, when correcting the vehicle speed control information by the vehicle speed control information correcting means as described above, it is conceivable to reset the position of the scheduled passage point.10). Here, taking as an example the case where the road shape detecting means detects a delineator, as shown in FIG. 6, when the graph (A) and the graph (B) are similar, the horizontal axis direction of both graphs. The passage scheduled point is reset to the delineator side by the amount of deviation. It is also conceivable to reset the value of the stable traveling speed at the planned passage point (claims)11). For example, when the graph (A) and the graph (B) are not similar, the stable travel speed is set to a value that is lower than the stable travel speed value at the scheduled passage point and the stable travel speed value at the delineator. Set again.
[0028]
Further, when the vehicle speed control information is corrected as described above, the vehicle speed control information may be corrected based on the travel result information, and further, the vehicle speed control information may be corrected based on the learning result information. The vehicle speed control information may be corrected based on the result information, and further, the vehicle speed control information may be corrected based on the travel result information.
[0029]
As described above, (1) a method for correcting vehicle speed control information based on the shape of the road near the planned passage point, and (2) a method for correcting vehicle speed control information based on past speed values such as travel result information. Although described, these plural methods may be performed in order.
[0030]
  Claims12As shown, the vehicle speed control information correcting means in the vehicle speed control device can be realized as a program that causes a computer to function. Therefore, the present invention can be realized as a program invention. In the case of such a program, for example, the program is recorded on a computer-readable recording medium such as an FD, MO, DVD-ROM, CD-ROM, or hard disk, and is used by being loaded into a computer and started up as necessary. be able to. In addition, the ROM or backup RAM may be recorded as a computer-readable recording medium, and the ROM or backup RAM may be incorporated into a computer and used.
[0031]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments to which the present invention is applied will be described below with reference to the drawings. Needless to say, the embodiments of the present invention are not limited to the following examples, and can take various forms as long as they belong to the technical scope of the present invention.
[0032]
FIG. 1 is a block diagram schematically showing a system configuration of a cruise control device to which the above-described invention is applied, and is an inter-vehicle control electronic control device (hereinafter referred to as “inter-vehicle control ECU”) 2 and brake electronic control. A device (hereinafter referred to as “brake ECU”) 4, a navigation control device (hereinafter referred to as “navigation ECU”) 5, and an engine control electronic control device (hereinafter referred to as “engine ECU”) 6. It is structured in the center.
[0033]
[Description of configuration of inter-vehicle control ECU 2]
The inter-vehicle control ECU 2 is an electronic circuit mainly composed of a microcomputer, and controls the current vehicle speed (Vn) signal, steering angle signal, yaw rate signal, target inter-vehicle time signal, wiper switch information, idle control and brake control. A signal or the like is received from the engine ECU 6. Further, the inter-vehicle control ECU 2 receives distance measurement data from a laser sensor 3 to be described later, and further receives travel route information from a navigation ECU 5 to be described later. Based on the received data, the inter-vehicle control ECU 2 calculates inter-vehicle control, calculates a speed (hereinafter referred to as a stable travel speed) for causing the vehicle to travel stably at each node described later, vehicle speed control, and the like. I am doing.
[0034]
The inter-vehicle distance control ECU 2 receives detection signals from the cruise control switch 20, the target inter-vehicle distance setting switch 22, and the accelerator switch. Among these, the cruise control switch 20 includes a control start switch, a control end switch, an accelerator switch, a coast switch, and the like. The control start switch is a switch for enabling the cruise control to be started, and the cruise start can be started by turning on the control start switch while the target inter-vehicle setting switch 22 is ON. In this cruise control, the inter-vehicle control and the constant speed traveling control are selectively executed under predetermined conditions. The accelerator switch is a switch for gradually increasing the stored set vehicle speed by pressing the accelerator switch. The coast switch gradually decreases the stored set vehicle speed by pressing the accelerator switch. It is a switch for. Further, the inter-vehicle distance between the host vehicle and the preceding vehicle can be set via the cruise control switch 20. The inter-vehicle distance can be set in stages according to the driver's preference. The inter-vehicle control ECU 2 corresponds to vehicle speed control information correction means, travel result information evaluation means, travel tendency learning means, and learning result information evaluation means.
[0035]
[Description of configuration of laser sensor 3]
The laser sensor 3 irradiates a laser beam and detects the reflected light, and a distance calculation unit that calculates the distance to the reflector based on the time difference from the irradiation of the laser light to the detection of the reflected light Is configured as the main part. The laser sensor 3 configured in this way creates position data based on the distance and the corresponding scan angle. That is, the coordinates are converted into XYZ orthogonal coordinates with the laser center as the origin, the vehicle width direction as the X axis, the vehicle height direction as the Y axis, and the vehicle length direction as the Z axis. Then, the laser sensor 3 outputs (X, Y, Z) data and light reception signal intensity data to the inter-vehicle control ECU 2 as distance measurement data. For example, the scanning cycle of the laser sensor 3 is set to 100 msec, and ranging data is output every 100 msec. The laser sensor 3 corresponds to the road shape detection means together with the inter-vehicle distance control ECU 2.
[0036]
[Description of Configuration of Navigation ECU 5]
The navigation ECU 5 is mainly configured by the HDD 12 or the like in which a map database is recorded. The navigation ECU 5 calculates the position of the host vehicle and provides information on the travel route on which the host vehicle is traveling at regular intervals (in this embodiment, about every second). To output to the inter-vehicle distance control ECU 2. In addition, a GPS antenna 14 is connected to the navigation ECU 5.
[0037]
Among these, the map database stores information relating to the travel route such as link information, node information, segment information, and link connection information.
The link information includes a “link ID” that is a unique number for identifying a link, a “link class” for identifying an expressway, a toll road, a general road, an attachment road, and the like, There is information about the link itself such as “coordinates” and “end coordinates” and “link length” indicating the length of the link.
[0038]
The node information includes “node ID” that is a unique number of nodes connecting the links, node latitude, node longitude, right / left turn prohibition at intersections, presence / absence of traffic lights, and the like. The segment information includes information such as segment ID, start point (node) latitude (degrees), start point (node) longitude (degrees), segment direction (dir), and segment length (internode distance, len). is there. Note that the values of the starting point latitude and starting point longitude include decimal places and are converted from “minutes” and “seconds” to “degrees”. Further, the direction of the segment (dir) is set to be counterclockwise with the true east direction on the map as a reference (dir = 0), and one unit (dir = 1) is divided into 360 degrees by 1024 divisions. . For example, “dir = 30” represents a direction rotated counterclockwise (30 × 360/1024) degrees from the true east direction on the map. In addition, as for the length of the segment (distance between nodes, len), one unit (len = 1) is set to the actual 10 cm.
[0039]
In the link connection information, for example, data indicating whether or not traffic is allowed for one-way traffic is set. Even in the case of the same link, for example, in the case of one-way traffic, it is possible to pass from one link but not from another link. Therefore, whether or not traffic is allowed is determined depending on the connection mode between the links.
[0040]
The navigation ECU 5 configured as described above detects information on a node in front of the vehicle, and outputs the node information to the inter-vehicle control ECU 2 at regular intervals (approximately every 1 second in the present embodiment). Specifically, the navigation device 5 calculates the position of the vehicle, and a vehicle speed sensor 16 of the engine ECU 6 described later detects the current vehicle speed. Subsequently, the navigation device 5 determines the reference deceleration rate α from the vehicle position.0Stop distance L to the point to stop when decelerating at0Is calculated using the following equation (1).
[0041]
L0= V0t-α0t2/ 2 = V0 2/(2×0.784) (1)
L0: Stop distance (m)
V0: Current speed of vehicle (m / s)
α0: Standard deceleration (m / s2)
t: Elapsed time (s)
Here, “reference deceleration α0"" Refers to a deceleration that does not cause the driver or other passengers of the vehicle to feel uncomfortable when the vehicle is decelerated at that deceleration, and may be defined in advance by experiments or the like. In this embodiment, 0.08 G (= 0.784 m / s2) Is set. Then, as shown in FIG. 2, the navigation ECU 5 determines the stop distance L from the vehicle position based on the map database.0The first point, that is, the vehicle is the reference deceleration α from the current position0All nodes scheduled to pass (hereinafter referred to as “node group”) existing until the point where the vehicle stops when decelerating at a certain point are detected, and information about the node group is detected at regular intervals (in this embodiment, approximately every 1 second). ) To the inter-vehicle distance control ECU 2.
[0042]
Further, the navigation ECU 5 stores the speed value of the vehicle and the position of the node when passing through each node in the past (see FIG. 10). At this time, the navigation ECU 5 stores the preceding vehicle information, driver identification information, weather information, and time zone information. The preceding vehicle information is information indicating whether or not a preceding vehicle exists when passing through the planned passing point, and is based on the output result of the laser sensor 3. Further, the identification information of the driver is information for identifying the driver when passing through the planned passing point. For example, a biometric authentication device such as a sensor or a fingerprint for detecting a different seat position depending on the driver (both not shown) ) And other output results. The weather information is, for example, information indicating whether or not it was raining, and is based on an output result of a rain sensor (not shown) or the like. The time zone information is information indicating a time zone such as morning (when commuting), evening (when going home), and night, and is based on an output result from a built-in clock (not shown). The navigation ECU 5 corresponds to travel result information storage means and learning result information storage means. The navigation ECU 5 corresponds to the speed value calculation storage means together with the inter-vehicle distance control ECU 2.
[0043]
[Description of configuration of brake ECU 4]
The brake ECU 4 is an electronic circuit mainly composed of a microcomputer. The brake ECU 4 obtains the steering angle and the yaw rate from the steering sensor 8 that detects the steering angle of the vehicle and the yaw rate sensor 10 that detects the yaw rate. It transmits to the inter-vehicle control ECU 2 via the engine ECU 6, and controls the brake actuator that controls the opening / closing of the pressure increase control valve / pressure reduction control valve provided in the brake hydraulic circuit to control the braking force. . The brake ECU 4 sounds an alarm buzzer in response to an alarm request signal from the inter-vehicle control ECU 2 via the engine ECU 6. The brake ECU 4 corresponds to a deceleration means.
[0044]
[Description of Configuration of Engine ECU 6]
The engine ECU 6 is an electronic circuit mainly composed of a microcomputer, and includes a throttle opening sensor, a vehicle speed sensor 16 as speed detecting means for detecting the vehicle speed, a brake switch for detecting whether or not the brake is depressed, and other It receives wiper switch information and tail switch information received via a detection signal from sensors and switches, or a known communication line such as the in-vehicle LAN 28. Further, a steering angle signal and a yaw rate signal from the brake ECU 4, or a target acceleration signal, a fuel cut request signal, an OD cut request signal, a third speed shift down request signal, an alarm request signal, a diagnosis signal, and display data from the inter-vehicle control ECU 2 A signal is received.
[0045]
Further, the engine ECU 6 transmits necessary display information to a display device such as an LCD provided in the meter cluster via the in-vehicle LAN 28 for display, or displays the current vehicle speed (Vn) signal, steering angle signal, A yaw rate signal, a target inter-vehicle time signal, a wiper switch information signal, a control state signal for idle control and brake control are transmitted to the inter-vehicle control ECU 2. The engine ECU 6 corresponds to acceleration means.
[0046]
[Description of configuration of camera 18]
The camera 18 is attached to, for example, a ceiling in the vicinity of the driver's seat inside the vehicle, and images a landscape in front of the vehicle. In this case, for example, if the vehicle is traveling on a road, the imaging range is set so that the road ahead by a predetermined distance from the vehicle is also included in the captured landscape.
[0047]
[Description of Configuration of White Line Detection ECU 7]
The white line detection ECU 7 is an analog / digital converter (ADC) that converts an analog image signal output from the camera 18 into digital image data, and a pre-process that executes a predetermined pre-process on the image data from the ADC. An ASIC, an image memory for storing image data output from the preprocessing ASIC, and a CPU for executing processing for recognizing a white line in the image data based on the image data stored in the image memory A ROM that stores a program executed by the CPU, a RAM that functions as a work area of the CPU 24, a communication IC that outputs, for example, data related to the recognition result of the white line transferred from the CPU, and the like It has. Note that examples of preprocessing executed in the preprocessing ASIC include filter processing for emphasizing white lines. The white line detection ECU 7 configured as described above has a function of detecting a white line from an analog image signal output from the camera 18. The white line detection ECU 7 corresponds to a road shape evaluation unit together with the inter-vehicle distance control ECU 2. The white line detection ECU 7 corresponds to the road shape detection means together with the camera 18.
[0048]
[Description of vehicle speed control information generation processing]
Next, the vehicle speed control information generation process executed by the above-described inter-vehicle distance control ECU 2 will be described with reference to the flowchart of FIG. In this process, based on the vehicle position calculated by the navigation ECU 5 and the node information in the road database, a node on the route on which the vehicle is scheduled to pass is set as a “passing planned point”, and for each “scheduled passing point”. “Stable travel speed V”, which is the speed to travel stably when the vehicle passes through the planned passage point.T”To calculate“ passing point ”and“ stable travel speed VT"Vehicle speed control information" that is information used for vehicle speed control.
[0049]
In the first step 110 (hereinafter, “step” is simply referred to as “S”), the vehicle is scheduled to pass in front of the vehicle, which is sent from the navigation ECU 5 at regular intervals (approximately every 1 second in this embodiment). Based on the information of the node group existing on the route, the stable traveling speed V that is a speed for traveling stably when the vehicle passes through each node of the node group.TIs calculated for each node. Here, stable running speed VTIs not calculated for each node (S110: NO), the stable travel speed VTOne node is selected from the nodes for which no is calculated in order of passage (S120). The “reference node” corresponds to a “passing point” in the claims.
[0050]
Subsequently, based on the information of the reference node selected in S120, the stable traveling speed V at this reference node is determined.TIs calculated as in the following S130 to S160. First, in S130, as shown in FIG. 2, a segment L that connects a reference node that is one of the detected nodes and a node on the front side of the reference node.n-1And a segment L that connects the reference node and a node on the opposite side of the reference noden Is calculated by using the following expression (2) or (2 ′).
[0051]
dθ = (dirn―Dirn-1) × 360/1024 (2)
dθ = {1024- (dirn―Dirn-1)} × 360/1024 (2 ′)
dθ: Segment ln-1And segment lnAngle between and (degrees)
dirn: Segment LnDirection
dirn-1: Segment Ln-1Direction
In this case, (dirn―Dirn-1) Is less than the numerical value 512, equation (2) is used and (dirn―Dirn-1When the absolute value of) is greater than or equal to 512, Equation (2 ′) is used. Also, (dirn―Dirn-1) Is a negative value, its absolute value is used in the calculation.
[0052]
Here, as shown in FIG. 2, the angle d.theta.n-1And segment LnWhen traveling in order, the angle when turning around the reference node is assumed. However, the shape of many curves is not a shape in which segments are connected by nodes as shown in FIG. 2, but a shape in which a plurality of arcs are combined. Therefore, the vehicle traveling on the actual curve is segment Ln-1Travel straight and turn the reference node at angle dθ to segment LnInstead of traveling, the vehicle travels while drawing a substantially arc along the shape of the curve. Therefore, in S140 following S130, the angle dθ is corrected using the following equation (3).
[0053]
1= (Ln/ (Ln-1+ Ln)) × dθ (3)
1: Angle dθ after correction
LnAnd ln-1Is segment L heren-1, LnRepresents the length of. In this case, since the length of each segment on the map database is expressed using len, a value calculated using the calculation formula len × 0.1 (m) is used here.
[0054]
This corrected angle dθ1Based on the segment L at the reference node as shown in FIG.nAnd the corrected angle dθ1When the line segment Fn forming the following is considered, a portion near the reference node in the line segment Fn represents a trajectory when a vehicle traveling along the actual curve shape passes through the reference node.
[0055]
In subsequent S150, segment LnEnd point A and “the angle dθ after correction with the reference node as the center1Only segment Ln-1Segment L rotated to the extended line segmentnThe distance S (m) between the terminal point B and the end point B is calculated using the following equation (4).
S = ln× sindθ1... (4)
In subsequent S160, a stable traveling speed V, which is a vehicle speed for traveling stably when the vehicle passes through each node.T(M / s) is calculated using the following equation (5).
[0056]
VT= Ln× (N / 2S)1/2(5)
N: Specified value (m / s2)
The specified value N is 0.3 G (= 2.94 m / s) in this embodiment.2) Is set.
[0057]
The above processing of S110 to S160 is performed with the stable traveling speed V at each node of the node group.TIs calculated until the stable traveling speed V at all the nodes in the node group is calculated.TIf is calculated, this process is terminated.
[Description of vehicle speed control information correction processing]
Next, the vehicle speed control information correction process executed by the above-mentioned inter-vehicle control ECU 2 will be described with reference to the flowchart of FIG. This process is executed following the vehicle speed control information generation process described above.
[0058]
In the first S220, the reliability of the vehicle speed control information calculated by the above-described vehicle speed control information generation process is evaluated from “the certainty of the estimated traveling path” and “the certainty of position accuracy”. Specifically, the “estimated driving path accuracy” is expressed as the degree of coincidence between the estimated driving path shape and the driving trajectory estimated from a vehicle speed sensor, etc., and the “position accuracy” is expressed as an estimated positioning error of the vehicle position. If the total value of the “coincidence value” and the “vehicle position evaluation value” is equal to or greater than a predetermined value M determined in advance through experiments or the like, If the reliability is high and, conversely, less than the specified value M, it is determined that the reliability of the vehicle speed control information is low. The “matching degree value” is expressed as follows. That is, when the degree of coincidence between the estimated travel path shape and the travel locus estimated from the vehicle speed sensor or the like is high, the “coincidence degree value” is a large value, and conversely, when the degree of coincidence is low, the “coincidence degree value” "Is set to a small value. The “own vehicle position evaluation value” is expressed as follows. When the estimated positioning error of the vehicle position is large, the “own vehicle position evaluation value” is a small value. Conversely, when the estimated positioning error of the vehicle position is small, the “vehicle position evaluation value” is a large value. It is set to become.
[0059]
For example, in the case where the prescribed value M is determined to be a numerical value “50”, (1) the “matching degree value” is a numerical value “23”, and the “own vehicle position evaluation value” is a numerical value “30”. In some cases, the total value thereof is a numerical value “53”, which is equal to or greater than the specified value M, so that the reliability is determined to be high. (2) When the “matching degree value” is a numerical value “5” and the “own vehicle position evaluation value” is “20”, the total value thereof is a numerical value “25”, Therefore, it is determined that the reliability is low. Such a prescribed value M may be determined uniformly, or may be determined for each region such as an urban area or a mountain area.
[0060]
In the case where the “matching degree value” is equal to or greater than a specified value M1 determined in advance through experiments and the “own vehicle position evaluation value” is equal to or greater than a specified value M2 determined in advance through experiments, etc. When it is determined that the reliability of the vehicle speed control information is high, and the “matching degree value” is less than the specified value M1 or the “own vehicle position evaluation value” is less than the specified value M2, the vehicle speed control information It may be determined that the reliability is low.
[0061]
Here, when the reliability of the vehicle speed control information is low (S220: NO), the vehicle speed control based on the vehicle speed control information is not executed, and a chime or buzzer is sounded or displayed on the monitor (only for a short time). The driver is warned to that effect (S350), and the process returns. On the other hand, when the reliability of the vehicle speed control information is high (S220: YES), the process proceeds to S230.
[0062]
In S230, the laser sensor 3 detects a delineator near the scheduled passage point (see FIG. 9).
In subsequent S240, the reliability of the detection result of the delineator in the vicinity of the scheduled passage point is evaluated. Specifically, regarding the detection result of the detected delineator, if the following conditions (1) and (2) are simultaneously satisfied, it is determined that the reliability is high.
[0063]
(1) Ground clearance from the horizontal reference line such as the road surface is almost the same.
(2) The distance between adjacent delineators is almost equal.
In addition, when the road surface in the vicinity of the planned passing point is inclined, the condition (1) may be removed from the above-described conditions for determining reliability.
[0064]
In subsequent S250, stable running speed V in each delineator.DIs calculated. The stable running speed V in each delineatorDIs calculated by the stable traveling speed V at each reference node in the previous vehicle speed control information generation process.TThis is the same as the method for calculating. Specifically, in the previous S130, the information on the reference node selected in S120 is used, but in the case of this processing, the information on the delineator may be used instead of the information on the reference node. Hereinafter, the position of the delineator existing on the route on which the own vehicle is scheduled to pass in front of the own vehicle, and the stable traveling speed V at the position of the delineator.DThe information composed of “delineator information”.
[0065]
In subsequent S260, the white line detection ECU 7 detects a white line near the scheduled passage point. Specifically, the white line detection ECU 7 detects a white line from an analog image signal output from the camera 18.
In subsequent S270, the reliability of the detection result of the white line near the scheduled passage point is evaluated. Specifically, first, a point is set on the white line. In this case, when the white line is a broken line, a point is set at the end point on the near side of each white line. In addition, you may set a point in the end point of the other side in each white line, or a center part. When the white line is a solid line, points are set at predetermined intervals on the white line. And when the point group set as mentioned above satisfy | fills the following conditions (3), it is judged that the reliability of those detection results is high.
[0066]
(3) The distance between adjacent points is almost equal.
Next, a distance difference between adjacent points is sequentially calculated based on these detection results. And it is judged whether the distance difference between adjacent points is substantially equal. When performing the white line detection process as described above, it is considered that the road width varies depending on the road type. For example, it is 3.50m for general high speeds, 3.25m for urban highways and national roads, and 3.00m for narrow streets.
[0067]
If the vehicle is present in an area with a large gradient, it is determined that the reliability of the detection result is low for the following reason regardless of the reliability evaluation result of the white line. In other words, the slope of the road surface where the vehicle is located may not match the slope of the road surface where the white line is present. This is because it looks different from the shape.
[0068]
In subsequent S280, the stable traveling speed V at each point of the white line.LIs calculated. The stable running speed V at each point of this white lineLIs calculated by the stable traveling speed V at each reference node in the previous vehicle speed control information generation process.TThis is the same as the method for calculating. Specifically, in the previous S130, the information on the reference node selected in S120 is used, but in the case of this processing, the information on each point of the white line may be used instead of the information on the reference node. In the following, the position of the point of the white line existing on the route where the vehicle is scheduled to pass in front of the vehicle, and the stable traveling speed V at the position of the point.LInformation composed of “white line information”.
[0069]
In S290, the vehicle speed control information is corrected based on the reliability of the detection result of the delineator and the reliability of the detection result of the white line with reference to the “vehicle speed control information correction management map” (FIG. 5) stored in the inter-vehicle control ECU 2. In the “vehicle speed control information correction management map”, the “vehicle speed control information” generated in the vehicle speed control information generation process corresponds to “A1”, the above delineator information corresponds to “B1”, and White line information corresponds to “C1”. This “vehicle speed control information correction management map” is composed of three “rows (b-1 to b-3)” and three “columns (c-1 to c-3)” as shown in FIG. How to correct vehicle speed control information by selecting “row” from the reliability judgment result of the delineator detection result and selecting “column” from the reliability judgment result of the white line detection result It is shown.
[0070]
Specifically, for example, when row (b-1) and column (c-1) are selected, a correction is made at a location where row (b-1) and column (c-1) intersect in the map of FIG. Contents (1) are described, and the vehicle speed control information is corrected according to the correction contents (1).
The specific contents of the correction contents (1) to (6) in FIG. 5 are as follows.
[0071]
Correction content {circle around (1)}: The vehicle speed control information is directly used as “corrected vehicle speed control information” (“A1 is selected” in FIG. 5).
Correction content {circle over (2)}: The delineator information is “corrected vehicle speed control information” (in FIG. 5, “A1 is shifted to position B1”). However, as shown in FIG. 6, the position of the scheduled passage point and the stable traveling speed V at the scheduled passage point.TShowing a correspondence relationship with the value of the value (hereinafter, graph (A)), the position of the delineator and the stable travel speed V in the delineatorDThe amount of deviation from the graph indicating the correspondence with the value of the vehicle (hereinafter, graph (B)) is obtained by multiplying the absolute value of the estimated positioning error (for example, ± 30 m) of the vehicle position by a predetermined value such as 1.5. If the value is larger than the value, correction similar to correction content (4) (described later) is performed instead of such correction of the vehicle speed control information.
[0072]
Correction content {circle around (3)}: The white line information is set to “corrected vehicle speed control information” (in FIG. 5, “A1 is shifted to the position of C1”). However, the graph (A), the position of each point on the white line, and the stable traveling speed V at each point on the white lineLAs in the case of the correction content (2), the amount of deviation from the graph indicating the correspondence with the value of the vehicle (hereinafter, graph (C)) is the absolute value of the estimated positioning error (for example, ± 30 m) of the vehicle position. For example, when the value is larger than a value obtained by multiplying a predetermined value such as 1.5, correction similar to correction content (5) (described later) is performed instead of such correction of the vehicle speed control information.
[0073]
Details of correction (4): Stable travel speed V of vehicle speed control informationTAnd stable running speed V of the delineator informationDAnd the information having the selected stable traveling speed is set as “corrected vehicle speed control information” (in FIG. 5, “the vehicle speed of the slower one of A1 and B1”). choose").
[0074]
Details of correction (5): Stable travel speed V of vehicle speed control informationTAnd the stable travel speed V of the white line informationLAnd the information having the selected stable traveling speed is set as “corrected vehicle speed control information” (in FIG. 5, “the vehicle speed of the slower one of A1 and C1”). choose").
[0075]
Correction content (6): When the graph (B) and the graph (C) are similar, the same correction as the above correction content (4) is performed. On the other hand, when the graph (B) and the graph (C) are not similar, the vehicle speed control based on the vehicle speed control information is not executed, and a warning process for the driver is performed as in S350 (in FIG. C1 is similar ⇒ Select the slower vehicle speed of A1 and B1 ”“ B1 and C1 are not similar ⇒ No recommended vehicle speed ”).
[0076]
Further, “row (b-1 to b-3)” and “column (c-1 to c-3)” are selected in the following cases.
(B-1) When it is determined that the reliability of the detection result of the delineator is low, or when the delineator is not detected in S230 ("less than specified & none" in FIG. 5).
[0077]
(B-2) When it is determined that the reliability of the detection result of the delineator is high, the graph (A) and the graph (B) are similar as shown in FIG. And “similar to A1”).
(B-3) When it is determined that the reliability of the detection result of the delineator is high, the graph (A) and the graph (B) are not similar (in FIG. 5, “above specified” and “not similar to A1”). ).
[0078]
(C-1) When it is determined that the reliability of the detection result of the white line is low, or when the white line is not detected in S260 ("less than specified & none" in FIG. 5).
(C-2) When it is determined that the reliability of the detection result of the white line is high, when the graph (A) and the graph (C) are similar (in FIG. 5, “above specified” and “similar to A1”) .
[0079]
(C-3) When it is determined that the reliability of the detection result of the white line is high, the graph (A) and the graph (C) are not similar (in FIG. 5, “above specified” and “not similar to A1”). ).
In the subsequent S300, the “travel result information” at the scheduled passage point is read from the HDD 12.
[0080]
Here, a process of generating “travel result information” stored at the HDD 12 at the scheduled passage point will be described. This process is independent from each process such as a vehicle speed control information generation process and a vehicle speed control information correction process. First, from the past travel records stored in the navigation ECU 5, a record at a scheduled passage point that satisfies all of the following conditions (4) to (7) is searched.
[0081]
(4) There was no preceding vehicle
(5) Being the same driver as the current driver
(6) The traveling speed value at the node of the planned passage point is within the specified range.
(7) The speed value is below the allowable speed.
In addition to the above conditions (4) to (7), a search may be made that satisfies the following conditions.
[0082]
(8) Same weather
(9) Being in the same time zone
Conditions (4), (5), (8), and (9) are determined based on preceding vehicle information, driver identification information, weather information, and time zone information included in past travel records. As for condition (6), the average value and deviation of the speed values at the node of the planned passage point are calculated, and the speed value at the planned passage point is within the calculated deviation. In addition to this, a node of a scheduled passage point that satisfies the condition (6) may be selected by various calculation methods as follows. For example, instead of calculating the “average value and deviation” of the velocity values at the node at the scheduled passage point, the “center value and deviation” of the velocity values at the node at the scheduled passage point may be calculated. In addition, the average value or the center value of the speed values at the node of the planned passage point may be calculated, and the speed value may be selected within ± 10 km / h from the average value or the center value. Stable travel speed V at the planned locationTFor example, a value existing within ± 10 km / h may be selected. Furthermore, as the condition (7), a vehicle whose speed is equal to or lower than a preset allowable speed is selected so that the vehicle does not enter a dangerous driving state. Note that the allowable speed may be set with reference to, for example, a speed determined by a highway design standard, a set speed for each road set by auto-cruise control, or the like. Further, the allowable speed may be set uniformly, may be set for each road type such as an expressway or a general road, or may be set for each vehicle type. And calculation (for example, calculating an average value, a center value, etc.) based on the speed value of the scheduled passage point that satisfies all of the above conditions (4) to (7) (or conditions (4) to (9)) ”Is generated, and“ running result information ”composed of the calculation result and the position of the scheduled passage point is generated, and the generated traveling result information is stored in the HDD 12.
[0083]
In the subsequent S310, the reliability of the “travel result information” generated in the previous S300 is evaluated.
Specifically, when both of the following conditions (10) and (11) are satisfied, it is determined that the reliability of the travel result information is high (“first specified value or more” in FIG. 8).
[0084]
(10) The variation in the travel speed value at the node of the planned passing point selected by the previous condition (6) is within a predetermined limit (for example, within 5 km / h).
(11) The number of speed values from which the above-described travel result information is calculated is a predetermined number (for example, 5) or more.
Further, when either one of the following conditions (10 ′) or (11 ′) is satisfied, it is determined that the reliability of the travel result information is medium (in FIG. 8, “second specified value or higher”). ").
[0085]
(10 ′) Variation in travel speed value at the node of the scheduled passage point selected by the previous condition (6) is within a predetermined limit (for example, within 5 km / h).
In this case, the “predetermined limit” is set to be larger than the “predetermined limit” in the previous condition (10).
[0086]
(11 ′) The number of speed values from which the above-described traveling result information is calculated is a predetermined number (for example, three) or more.
In this case, the “predetermined number” value is set to be smaller than the “predetermined number” value in the previous condition (11).
[0087]
Further, when neither the condition (10 ′) nor the condition (11 ′) is satisfied, it is determined that the reliability of the travel result information is low (“less than the second specified value” in FIG. 8).
In subsequent S320, “learning result information” is read from the HDD 12. “Learning result information” means stable running speed value VTThe information which shows the result of having learned the tendency of the past running speed of the own car to.
[0088]
Here, a process of generating “learning result information” stored in the HDD 12 will be described. This process is independent from each process such as a vehicle speed control information generation process and a vehicle speed control information correction process. First, from the past travel record stored in the navigation ECU 5, the vehicle speed value when the vehicle has passed each node in the past is read, and these “past speed value” and stable travel speed value V are read out.T(Hereinafter referred to as “speed value deviation amount”) for each “past speed value”. Then, “learning result information” is generated by performing an operation based on the calculated velocity value deviation amount (for example, calculating an average value or a center value). In addition, when reading the speed value of the past vehicle from navigation ECU5 as mentioned above, you may provide the conditions regarding a stable running speed value. As an example, a node having a stable traveling speed value less than a predetermined value (for example, 80 km / h) is selected, and a speed value when the vehicle has traveled in the past is read from that node. In addition, when the past vehicle speed value is read from the navigation ECU 5 as described above, a vehicle whose travel speed value variation exceeds a predetermined limit (for example, 10 km / h) may not be used. Furthermore, the travel speed value is a stable travel speed value V.TFor a larger one, the predetermined limit is set smaller, and conversely, the traveling speed value is a stable traveling speed value V.TFor smaller items, the predetermined limit may be set larger. As an example, the traveling speed value is the stable traveling speed value V.TIs set to 10 km / h, and on the contrary, the traveling speed value is the stable traveling speed value VTFor a smaller one, the predetermined limit is set to 20 km / h.
[0089]
In the subsequent S330, the reliability of the “learning result information” calculated in the previous S320 is evaluated. Specifically, the reliability of the “learning result information” is evaluated based on the following condition (12) and condition (13).
(12) The number of speed values from which learning result information is generated is a predetermined number (for example, three) or more.
(13) The degree of variation in the velocity value deviation distribution is within a predetermined limit.
Here, if both the condition (12) and the condition (13) are satisfied, it is determined that the reliability of the learning result information is high (“predetermined value or more” in FIG. 8). On the other hand, when at least one of the condition (12) and the condition (13) is not satisfied, it is determined that the reliability of the learning result information is low ("less than a prescribed value" in FIG. 8).
[0090]
The determination as to whether or not the above condition (13) is satisfied is made from the viewpoint of “the past travel speed is stable, that is, the variation of the“ past speed value ”is small”.
(13-a) When the variation of the “past speed value” is small, it is determined that the condition (13) is satisfied because the traveling speed of the driver is stable.
[0091]
(13-b) When the variation in the “past speed value” is large, it is determined that the condition (13) is not satisfied because the traveling speed of the driver is unstable.
Here, the determination process of the condition (13) will be described using the graph shown in FIG. This graph shows the stable running speed V of “vehicle speed control information” on the X axis.TAnd the “past speed value” (V) is taken on the Y-axis. In addition, in this graph, a determination line for determining whether the value of the speed value deviation amount is positive or negative is drawn. This decision line is expressed by the equation “Y = X”, where X = VTIt is drawn by. In addition, “Stable travel speed V”T”And“ past speed values ”are plotted (see distribution 1 in FIG. 7A). The distance between each drawing point and the determination line corresponds to the “speed value deviation amount”. In this case, since each drawing point is located above the determination line, that is, the value of the speed value deviation is positive,TIt is thought that it ran at a faster speed than. Further, since the speed value divergence amount at each drawing point is a close value, it is considered that the variation of the “past speed value” is small. Similarly, in the graph of FIG. 7B, “stable travel speed VT”And“ past speed values ”are plotted (see distribution 2 in FIG. 7B). In this case, since each drawing point is located below the determination line, that is, the value of the speed value deviation is negative, the driver has been in a stable travel speed V in the past.TIt is thought that he drove at a slower speed. Further, since there are a small value and a large value of the speed value deviation amount at each drawing point, it is considered that the variation of the “past speed value” is large.
[0092]
In S340, with reference to the “vehicle speed control information re-correction management map” (FIG. 8) stored in the inter-vehicle control ECU 2, the determination result of the reliability of the “travel result information” and the determination result of the reliability of the “learning result information” are obtained. Based on this, “corrected vehicle speed control information, which is a result of correcting the vehicle speed control information” is further corrected in S290 as follows. In the “vehicle speed control information re-correction management map”, the “travel result information” described above corresponds to “D1”, and the “learning result information” described above corresponds to “D2”.
[0093]
(A) When the reliability determination result of the driving result information is “first specified value or more” and the reliability determination result of the learning result is “specified value or more”:
(A-1) When the correction content in the previous S290 is “correction content (1), (2), (3)”, “travel result information” is set to “recorrected vehicle speed control information” (FIG. 8). (Refer to the area "E-1" (D1 corresponding to the position where A1 or A1 is shifted is set as the target vehicle speed).)
[0094]
(E2) When the correction content in the previous S290 is “correction content (4), (5), (6)”, “speed value of travel result information” and “speed value of corrected vehicle speed control information” When the difference value is less than the “speed value deviation amount”, the “travel result information” is set to “re-corrected vehicle speed control information”. On the other hand, when the difference value is equal to or greater than the “speed value deviation amount”, the “speed value of the driving result information” and “the value obtained by adding the speed deviation amount to the speed value of the corrected vehicle speed control information” Of these, the one with the lower speed value is referred to as “re-corrected vehicle speed control information” (region “E-2” in FIG. 8 (D1 is the target vehicle speed when the difference between D1 and the recommended vehicle speed is less than D2). (If the difference between D1 and the recommended vehicle speed is greater than or equal to D2, the slower of D1 and the recommended vehicle speed + D2 is used as the target vehicle speed.)).
[0095]
(B) When the reliability determination result of the travel result information is “first specified value or more” and the reliability determination result of the learning result is “less than the specified value”:
(Low 1) When the correction content in the previous S290 is “correction content (1), (2), (3)”, “travel result information” is set to “re-corrected vehicle speed control information” (FIG. 8). Region “E-3” (refer to D1 corresponding to a position shifted from A1 or A1 as a target vehicle speed).
[0096]
(Low 2) When the correction content in the previous S290 is “correction content (4), (5), (6)”, “speed value of travel result information” and “speed value of corrected vehicle speed control information” Of these, the one whose speed value is low is referred to as “re-corrected vehicle speed control information” (refer to region “E-4” in FIG. 8 (the slower one of D1 and the recommended vehicle speed is the target vehicle speed). .)
[0097]
(C) When the reliability determination result of the driving result information is “second specified value or more” and the reliability determination result of the learning result is “specified value or more”:
(Har 1) When the correction content in the previous S290 is “correction content (1), (2), (3)”, learning is made from “speed value of travel result information” and “speed value of vehicle speed control information after correction” Of the values obtained by adding the speed value of the result information, the one with the lower speed value is selected for each point constituting the “corrected vehicle speed control information”, and the set of the selected points is re-corrected. (Refer to the area “E-5” in FIG. 8 (the target vehicle speed is the slower of D1 and the value obtained by shifting the recommended vehicle speed by D2 at each point)).
[0098]
(Her 2) When the correction content in the previous S290 is “correction content (4), (5), (6)”, learning is made from “speed value of travel result information” and “speed value of vehicle speed control information after correction” Of the “value obtained by adding the speed value of the result information”, the one having the lower speed value is referred to as “re-corrected vehicle speed control information” (region “E-6” in FIG. 8 (D1 and recommended vehicle speed + D2 (The slower one is the target vehicle speed.))
[0099]
(D) When the reliability determination result of the travel result information is “second specified value or more” and the reliability determination result of the learning result is “less than the specified value”:
(Knee 1) When the correction content in the previous S290 is “correction content (1), (2), (3)”, “speed value of travel result information” and “speed value of corrected vehicle speed control information” The one having the lower speed value is selected for each point constituting “corrected vehicle speed control information”, and the set of the selected points is set as “recorrected vehicle speed control information” (FIG. 8). (Refer to “E-7” in (1) (At each point, the slower of D1 and the recommended vehicle speed is set as the target vehicle speed.)).
[0100]
(Her 2) When the correction content in the previous S290 is “correction content (4), (5), (6)”, “speed value of travel result information” and “speed value of vehicle speed control information after correction” Of these, the one whose speed value is low is referred to as “re-corrected vehicle speed control information” (region “E-8” in FIG. 8 (the slower one of D1 and the recommended vehicle speed is the target vehicle speed). .)
[0101]
(E) When the reliability determination result of the travel result information is “less than the second specified value” and the reliability determination result of the learning result is “above the specified value”:
When any of the correction contents in the previous S290 is “correction contents (1) to (6)”, “the value obtained by adding the speed value of the learning result information to the speed value of the corrected vehicle speed control information” It is referred to as “corrected vehicle speed control information” (see region “E-9, 10” in FIG. 8 (the recommended vehicle speed is shifted by D2 as the target vehicle speed)).
[0102]
(F) When the reliability judgment result of the driving result information is “less than the second prescribed value” and the reliability judgment result of the learning result is “less than the prescribed value”:
When any of the correction contents in the previous S290 is "correction contents (1) to (6)", the "corrected vehicle speed control information" is set to "recorrected vehicle speed control information" (region of FIG. 8). (See "E-11, 12" (referred to the recommended vehicle speed as the target vehicle speed).)
[0103]
Based on the vehicle speed control information corrected as described above, the cruise control device according to the present embodiment controls the speed of the vehicle so as to reach a stable traveling speed before reaching the planned passing point.
[effect]
Thus, according to the cruise control apparatus of the present embodiment, the reliability of the detection result of the delineator, the reliability of the detection result of the white line, the reliability of the travel result information, and the reliability of the learning result information are determined, respectively. Based on the determination result of the reliability, the “vehicle speed control information” generated based on the vehicle position and node information is corrected, and the vehicle speed control is performed based on the corrected vehicle speed control information. It is possible to realize vehicle speed control that does not give the user a sense of incongruity.
[0104]
[Another embodiment]
(1) In the above embodiment, (a) after correcting the vehicle speed control information based on the determination result of the reliability of the delineator information and the determination result of the reliability of the white line information, (b) the reliability of the driving result information The corrected vehicle speed control information is further corrected based on the determination result and the reliability determination result of the learning result information. However, the present invention is not limited to this. For example, (b) (b) reliability of the driving result information After correcting the vehicle speed control information based on the determination result and the reliability determination result of the learning result information, (a) after correction based on the reliability determination result of the delineator information and the reliability determination result of the white line information The vehicle speed control information may be further corrected. (B) Further, only one of the above-described correction processing (a) and correction processing (b) may be performed. Even if it does in this way, there exists an effect | action and effect similar to the said Example.
(2) In the above embodiment, (a) the vehicle speed control information is corrected based on the determination result of the reliability of the delineator information and the determination result of the reliability of the white line information. However, the present invention is not limited to this. In addition to the delineator or the white line, the vehicle speed control information may be corrected based on the determination result of the reliability of the detection result of another object (for example, a guardrail) arranged along the road. Even if it does in this way, there exists an effect | action and effect similar to the said Example.
[0105]
Further, instead of the delineator or the white line, the determination result of the reliability of the detection result of another object (for example, a guard rail) arranged along the road may be used. Even if it does in this way, there exists an effect | action and effect similar to the said Example.
(3) In the vehicle speed control information generation process of the above embodiment, as shown in FIG.n-1And reference segment LnThe reference node angle dθ is corrected so that the trajectory drawn by (1) approaches the trajectory of a substantially arc in which the actual vehicle travels, and the corrected reference node angle dθ after the correction is corrected.1Based on stable running speed VTHowever, the present invention is not limited to this. For example, the curve curvature radius is obtained from a plurality of nodes in the map database, and the stable traveling speed V is calculated from the curvature radius.TMay be calculated.
[0106]
Also, from the delineator information, stable running speed VDSimilarly, the curve curvature radius is obtained from the positions of a plurality of delineators, and the stable traveling speed V is calculated from the curvature radius.DMay be calculated. Furthermore, from the white line information, the stable traveling speed VLSimilarly, the curve curvature radius is obtained from the positions of the points on the white lines, and the stable running speed V is calculated from the curvature radius.LMay be calculated.
(4) In the reliability evaluation of “learning result information” in the vehicle speed control information correction process of the above embodiment (S330), it may be determined that the reliability is high when various conditions are continuously satisfied. As an example, when there are many speed value deviations that are positive, such as “distribution 1” in FIG. 7A, the reliability is high when, for example, the conditions are satisfied three times in succession. If the learning result is carefully reflected and the speed value deviation amount is negative as in “distribution 2” in FIG. 7B, for example, twice. For example, it is determined that the reliability is high when various conditions are continuously satisfied, and the learning result is reflected quickly.
(5) In the above embodiment, the laser sensor 3 using the laser beam is used to detect the delineator near the planned passing point. However, the present invention is not limited to this, and radio waves such as millimeter waves and ultrasonic waves are used. There may be. In addition, an image processing apparatus that detects a delineator near the planned passage point from an analog image signal output from the camera 18 may be employed.
(6) In the above embodiment, “travel result information” is generated based on the past travel record stored in the navigation ECU 5 and the reliability of the “travel result information” is evaluated. For example, the reliability of the traveling speed value when the host vehicle passes through the planned passing point is evaluated. If the reliability of the speed value is high, the speed value and the position of the planned passing point are determined by the navigation ECU 5. May be stored as “past travel record”. In this way, the navigation ECU 5 needs to store only the speed values having high reliability, so that the amount of data to be stored can be reduced as compared with the case of storing all the speed values.
(7) Further, in the vehicle speed control information correction process of the above embodiment, “past speed values” satisfying various conditions are read from the past travel records stored in the navigation ECU 5, and these “past speed values” are read. Is calculated, and “running result information” composed of the calculation result and the position of the planned passing point is generated. However, the present invention is not limited to this, for example, based on “past speed value” in advance. The calculation may be performed, and the calculation result may be stored in the navigation ECU 5 together with the position of the scheduled passage point. In this case, when a new “past speed value” is added, a new calculation is performed based on the previous calculation result and the new “past speed value”, and the previous calculation result is the current calculation result. You may make it update to. Thus, if the calculation based on the “past speed value” is performed in advance, the burden on the inter-vehicle control ECU 2 that executes the vehicle speed control information correction process can be reduced.
(8) In the vehicle speed control information correction process of the above embodiment, the vehicle speed control information is corrected based on the travel result information and the learning result information. However, the present invention is not limited to this, and the travel result information or the learning result information The vehicle speed control information may be corrected based on either one. Even if it does in this way, there exists an effect | action and effect similar to the said Example.
(9) In the vehicle speed control information correction process of the above-described embodiment, the learning result information generation process and its reliability evaluation process (S320 and S330) are replaced with the travel result information generation process and its reliability evaluation process (S300 and S310). However, the present invention is not limited to this, and may be executed at other times as long as the vehicle speed control information correction process (S340) based on the travel result information and the learning result information is executed. . Even if it does in this way, there exists an effect | action and effect similar to the said Example.
[0107]
In addition, the learning result information generation process and the reliability evaluation process described above are independent from the vehicle speed control information correction process, and are executed each time the own vehicle passes the node and acquires a speed value. Also good. Thus, if “learning result information” is calculated in advance, the burden on the inter-vehicle control ECU 2 that executes the vehicle speed control information correction process can be reduced.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating a system configuration of a cruise control apparatus according to an embodiment.
FIG. 2 is an explanatory diagram of vehicle speed control information generation processing.
FIG. 3 is a flowchart of vehicle speed control information generation processing.
FIG. 4 is a flowchart of a vehicle speed control information correction process.
FIG. 5 is an explanatory diagram for explaining a vehicle speed control information correction management map;
FIG. 6 is an explanatory diagram (1) of a vehicle speed control information correction process.
7A is an explanatory diagram (2) of a vehicle speed control information correction process, and FIG. 7B is an explanatory diagram (3) of a vehicle speed control information correction process.
FIG. 8 is an explanatory diagram illustrating a vehicle speed control information re-correction management map.
FIG. 9 is an explanatory diagram (4) of the vehicle speed control information correction process.
FIG. 10 is an explanatory diagram (5) of the vehicle speed control information correction process.
[Explanation of symbols]
2 ... Electronic control device for inter-vehicle control (inter-vehicle control ECU), 3 ... Laser sensor, 4 ... Brake electronic control device (brake ECU), 5 ... Navigation device (navigation ECU), 6 ... Electronic control device for engine control (engine ECU) ), 7 ... Electronic controller for white line detection (white line detection ECU), 8 ... Steering sensor, 10 ... Yaw rate sensor, 12 ... HDD, 14 ... GPS antenna, 16 ... Vehicle speed sensor, 18 ... Camera, 20 ... Cruise control switch, 22 ... Target inter-vehicle setting switch, 28 ... In-vehicle LAN

Claims (12)

  1. Based on the vehicle position and map information, to travel stably when the vehicle passes through the planned passing point for each point where the vehicle is scheduled to pass (hereinafter referred to as “passing scheduled point”). Is calculated (hereinafter referred to as “stable travel speed”), the acceleration means and the deceleration means are controlled, and the vehicle speed is controlled to reach the stable travel speed before reaching the planned passing point. A vehicle speed control device,
    Road shape detection means for detecting the shape of the road near the planned passing point from information other than the map information;
    Road shape evaluation means for evaluating the reliability of the detection result of the road shape detected by the road shape detection means;
    When the road shape evaluation means evaluates that the detection result of the road shape is high in reliability, the road shape evaluation means includes the position of the planned passage point and the value of the stable traveling speed at the planned passage point and is used for vehicle speed control. Information (hereinafter referred to as “vehicle speed control information”) is corrected based on the road shape, while the road shape evaluation means evaluates that the reliability of the detection result of the road shape is low. Vehicle speed control information correction means that does not correct the vehicle speed control information;
    With
    The vehicle speed control information includes first vehicle speed control information that is calculated based on the map information and indicates a relationship between the planned passing point and the value of the stable traveling speed, and a delineator as information other than the map information. Calculated based on information or white line information , at least second vehicle speed control information indicating the relationship between the planned passing point and the value of the stable traveling speed exists,
    The vehicle control information correcting means determines which of the first vehicle speed control information and the second vehicle speed control information is based on the similarity between the first vehicle speed control information and the second vehicle speed control information. Decide whether to adopt as vehicle speed control information, and compare the first vehicle speed control information and the second vehicle speed control information when the first vehicle speed control information and the second vehicle speed control information are not similar Then, the vehicle speed control device adopting the one distributed in a low speed as the vehicle speed control information.
  2. The vehicle speed control device according to claim 1, wherein
    The vehicle speed control information correction means, when correcting the vehicle speed control information, resets the position of the scheduled passage point based on the road shape.
  3. The vehicle speed control device according to claim 1, wherein
    The vehicle speed control information correcting means, when correcting the vehicle speed control information, resets the value of the stable traveling speed at the scheduled passage point based on the road shape.
  4. In the vehicle speed control device according to any one of claims 1 to 3,
    The vehicle speed control device, wherein the road shape detecting means detects the shape of a road near the planned passing point using radio waves or ultrasonic waves.
  5. Based on the vehicle position and map information, to travel stably when the vehicle passes through the planned passing point for each point where the vehicle is scheduled to pass (hereinafter referred to as “passing scheduled point”). Is calculated (hereinafter referred to as “stable travel speed”), the acceleration means and the deceleration means are controlled, and the vehicle speed is controlled to reach the stable travel speed before reaching the planned passing point. A vehicle speed control device,
    Speed detecting means for detecting the speed of the vehicle;
    Information (hereinafter, referred to as “running result information”) including the position of a point where the vehicle has traveled in the past and the speed value of the vehicle detected by the speed detecting means when passing through that point is stored. Traveling result information storage means for
    Traveling result information evaluation means for evaluating the reliability of the traveling result information stored by the traveling result information storage means;
    When the traveling result information evaluation means evaluates that the traveling result information is highly reliable, the traveling result information is read out, and is composed of the position of the planned passing point and the value of the stable traveling speed at the planned passing point. Then, information used for vehicle speed control (hereinafter referred to as “vehicle speed control information”) is corrected based on the read travel result information, and on the other hand, the reliability of the travel result information is evaluated by the travel result information evaluation unit. Vehicle speed control information correction means that does not correct the vehicle speed control information when it is evaluated that is low,
    With
    The vehicle speed control information includes first vehicle speed control information that is calculated based on the map information and indicates a relationship between the planned passing point and the value of the stable traveling speed, and a delineator as information other than the map information. Calculated based on information or white line information , at least second vehicle speed control information indicating the relationship between the planned passing point and the value of the stable traveling speed exists,
    The vehicle control information correcting means determines which of the first vehicle speed control information and the second vehicle speed control information is based on the similarity between the first vehicle speed control information and the second vehicle speed control information. Decide whether to adopt as vehicle speed control information, and compare the first vehicle speed control information and the second vehicle speed control information when the first vehicle speed control information and the second vehicle speed control information are not similar Then, the vehicle speed control device adopting the one distributed in a low speed as the vehicle speed control information.
  6. Based on the vehicle position and map information, to travel stably when the vehicle passes through the planned passing point for each point where the vehicle is scheduled to pass (hereinafter referred to as “passing scheduled point”). Is calculated (hereinafter referred to as “stable travel speed”), the acceleration means and the deceleration means are controlled, and the vehicle speed is controlled to reach the stable travel speed before reaching the planned passing point. A vehicle speed control device,
    Speed detecting means for detecting the speed of the vehicle;
    The reliability of information (hereinafter referred to as “travel result information”) composed of the position of a point where the vehicle has traveled in the past and the vehicle speed value detected by the speed detection means when passing through that point. Driving result information evaluation means for evaluating the performance;
    Of the travel result information, travel result information storage means for storing the travel result information evaluation means evaluated as having high reliability;
    The travel result information stored in the travel result information storage means is read out, and is composed of the position of the planned passage point and the value of the stable travel speed at the planned passage point and used for vehicle speed control (hereinafter referred to as “vehicle speed control information”). Vehicle speed control information correction means for correcting the vehicle based on the read travel result information,
    With
    The vehicle speed control information includes first vehicle speed control information that is calculated based on the map information and indicates a relationship between the planned passing point and the value of the stable traveling speed, and a delineator as information other than the map information. Calculated based on information or white line information , at least second vehicle speed control information indicating the relationship between the planned passing point and the value of the stable traveling speed exists,
    The vehicle control information correcting means determines which of the first vehicle speed control information and the second vehicle speed control information is based on the similarity between the first vehicle speed control information and the second vehicle speed control information. Decide whether to adopt as vehicle speed control information, and compare the first vehicle speed control information and the second vehicle speed control information when the first vehicle speed control information and the second vehicle speed control information are not similar Then, the vehicle speed control device adopting the one distributed in a low speed as the vehicle speed control information.
  7. Based on the vehicle position and map information, to travel stably when the vehicle passes through the planned passing point for each point where the vehicle is scheduled to pass (hereinafter referred to as “passing scheduled point”). Is calculated (hereinafter referred to as “stable travel speed”), the acceleration means and the deceleration means are controlled, and the vehicle speed is controlled to reach the stable travel speed before reaching the planned passing point. A vehicle speed control device,
    Speed detecting means for detecting the speed of the vehicle;
    The reliability of information (hereinafter referred to as “travel result information”) composed of the position of a point where the vehicle has traveled in the past and the vehicle speed value detected by the speed detection means when passing through that point. Driving result information evaluation means for evaluating the performance;
    When the travel result information evaluation unit evaluates that the reliability of the travel result information is high, the travel result information is calculated based on the speed value of the travel result information, and the calculation result is stored. When the calculation result at a point where the vehicle has traveled in the past is stored, the calculation is performed based on the speed value of the travel result information and the stored calculation result, and the previous calculation result is stored in the current calculation result. Speed value calculation storage means for updating the contents;
    The calculation result stored in the speed value calculation storage means is read out, and is composed of the position of the scheduled passage point and the value of the stable traveling speed at the planned passage point and used for vehicle speed control (hereinafter referred to as “vehicle speed control information”). Vehicle speed control information correction means for correcting the read based on the read calculation result;
    With
    The vehicle speed control information includes first vehicle speed control information that is calculated based on the map information and indicates a relationship between the planned passing point and the value of the stable traveling speed, and a delineator as information other than the map information. Calculated based on information or white line information , at least second vehicle speed control information indicating the relationship between the planned passing point and the value of the stable traveling speed exists,
    The vehicle control information correcting means determines which of the first vehicle speed control information and the second vehicle speed control information is based on the similarity between the first vehicle speed control information and the second vehicle speed control information. Decide whether to adopt as vehicle speed control information, and compare the first vehicle speed control information and the second vehicle speed control information when the first vehicle speed control information and the second vehicle speed control information are not similar Then, the vehicle speed control device adopting the one distributed in a low speed as the vehicle speed control information.
  8. Based on the vehicle position and map information, to travel stably when the vehicle passes through the planned passing point for each point where the vehicle is scheduled to pass (hereinafter referred to as “passing scheduled point”). Is calculated (hereinafter referred to as “stable travel speed”), the acceleration means and the deceleration means are controlled, and the vehicle speed is controlled to reach the stable travel speed before reaching the planned passing point. A vehicle speed control device,
    Speed detecting means for detecting the speed of the vehicle;
    Traveling tendency learning means for learning a tendency of the past traveling speed of the own vehicle with respect to the stable traveling speed based on a vehicle speed value detected by the speed detecting means when the own vehicle has traveled in the past;
    Learning result information storage means for storing information indicating a learning result by the traveling tendency learning means;
    Learning result information evaluation means for evaluating the reliability of the learning result information stored by the learning result information storage means;
    When the learning result information evaluation means evaluates that the learning result information is highly reliable, the learning result information is read out, and is composed of the position of the planned passing point and the value of the stable traveling speed at the planned passing point. If the information used for vehicle speed control (hereinafter referred to as “vehicle speed control information”) is corrected based on the read learning result information, the learning result information evaluation means has low reliability of the learning result information. If evaluated, vehicle speed control information correction means that does not correct the vehicle speed control information;
    With
    The vehicle speed control information includes first vehicle speed control information that is calculated based on the map information and indicates a relationship between the planned passing point and the value of the stable traveling speed, and a delineator as information other than the map information. Calculated based on information or white line information , at least second vehicle speed control information indicating a relationship between the planned passing point and the value of the stable traveling speed exists,
    The vehicle control information correcting means determines which of the first vehicle speed control information and the second vehicle speed control information is based on the similarity between the first vehicle speed control information and the second vehicle speed control information. Decide whether to adopt as vehicle speed control information, and compare the first vehicle speed control information and the second vehicle speed control information when the first vehicle speed control information and the second vehicle speed control information are not similar Then, the vehicle speed control device adopting the one distributed in a low speed as the vehicle speed control information.
  9. In the vehicle speed control device according to any one of claims 5 to 7,
    A travel tendency learning means, a learning result information storage means and a learning result information evaluation means according to claim 8,
    Instead of the vehicle speed control information correcting means according to any one of claims 5 to 7,
    Read either the travel result information or the calculation result from either the travel result information storage means or the speed value calculation storage means, read the learning result information from the learning result information storage means, A vehicle speed control device comprising vehicle speed control information correcting means for correcting the vehicle speed control information based on either the read travel result information or the calculation result and the learning result information.
  10. In the vehicle speed control device according to any one of claims 5 to 9,
    The vehicle speed control information correction means, when correcting the vehicle speed control information, resets the position of the scheduled passage point based on the travel result information.
  11. In the vehicle speed control device according to any one of claims 5 to 9,
    The vehicle speed control information correction means, when correcting the vehicle speed control information, resets the value of the stable travel speed at the scheduled passage point based on the travel result information.
  12.   The program for functioning a computer as a vehicle speed control information correction | amendment means in the vehicle speed control apparatus in any one of Claims 1-11.
JP2003149781A 2003-05-27 2003-05-27 Vehicle speed control device and program Active JP4055653B2 (en)

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