JP5049931B2 - Navigation cooperative travel control device - Google Patents

Description

  The present invention relates to a control device that controls traveling on a branch road.

  A technique for performing a deceleration operation according to a curve curvature ahead using map information of a navigation device (hereinafter referred to as “navigation”) has attracted attention.

  Here, when driving on a highway with cruise control that automatically controls the vehicle speed and entering a branch road such as an exit of an interchange or a service area, the vehicle speed for the branch road is determined in order to travel safely on the branch road. There is a technique for setting a control and performing a deceleration operation (see Patent Document 1).

JP 2007-122155 A

  According to Patent Document 1, there are the following problems in branch road traveling.

  The length of the branch road (bold broken line) of the intercity expressway is about 120 m, and the elapsed time when traveling at a speed of 100 km / h is a short time of about 4.3 seconds. When the driver's deceleration G when driving on a branch road is measured, it is about 0.1G to 0.2G, and assuming a deceleration of about 0.16G, in order to reduce the speed after traveling 120m to 60km / h The following time and mileage will be required.

Deceleration time = (100-60) /3.6/0.16/9.8=7.1 seconds Required deceleration distance = (100 + 60) /3.6/2*7.1=157.8 m

  Therefore, in the deceleration after entering the branch road, the steps of (1) Estimating the course, (2) Announcement, (3) Confirming the driver's response, and (4) Deceleration were Slow down in time.

  Accordingly, an object of the present invention is to provide a travel control device that can reliably decelerate within the range of the branch path length.

  In order to solve the above problems, one of the desirable embodiments of the present invention is as follows.

The travel control device includes a recognition unit that recognizes a branch road, a calculation unit that calculates a distance between the vehicle and the branch road when the recognition unit recognizes the branch road, and a distance that is equal to or less than a predetermined value. If the deceleration unit to start decelerating, comprising a detection unit for detecting whether there is a rejection response to the driver, and running at the first speed of Jo Tokoro distance is equal to or less than a predetermined value, After the vehicle is decelerated to a second vehicle speed that is smaller than the vehicle speed by the deceleration unit, and the vehicle is decelerated to the second vehicle speed, the detection unit detects whether or not there is a rejection response, and the detection unit detects that there is no rejection response. , is and when recognizing that it has entered the branch path by the recognition unit, by deceleration in the second vehicle speed is less than the third speed in a deceleration portion, the result detected by the detection unit, there is a rejection response by the detection unit In this case , the deceleration operation at the deceleration unit is stopped, and the vehicle speed is set to the first vehicle speed.

  ADVANTAGE OF THE INVENTION According to this invention, the traveling control apparatus which can decelerate reliably within the range of a branch path length can be provided.

  Hereinafter, examples will be described with reference to the drawings.

  FIG. 1 is a block diagram showing the configuration of the travel control device, FIG. 2 is a flowchart showing the processing of the deceleration control device 1, and FIG. 3 explains the travel control of the host vehicle when traveling on a highway with a branch road. It is a figure to do.

  In the block diagram of FIG. 1, the navigation 2 outputs information of the branch road presence information 21 and the branch road approach information 22 of the expressway 100 shown in FIG. 3 from the map data stored in the database.

  Moreover, there is an accelerator operation detection unit 3 that detects that the driver has operated the accelerator as an output signal for stopping the deceleration operation on the branch road.

  The vehicle speed control device 4 is a vehicle speed control device for cruise control. In normal highway driving, on / off selection of cruise control, vehicle speed setting of main line driving, automatic control function of set vehicle speed, and the like. In addition, the automatic control of the vehicle speed is switched according to the vehicle speed set by the deceleration control device 1.

  When the deceleration control device 1 acquires the information 21 indicating that there is a branch road, the main line deceleration setting unit 11 that sets the vehicle speed while traveling on the main line performs a deceleration determination process, and executes a vehicle speed setting process when it is determined that deceleration is necessary. The vehicle speed set value Vs1 is output to the vehicle speed control device 4.

  When the branch road entry information 22 is acquired, the branch road deceleration setting unit 12 executes a vehicle speed setting process and outputs a vehicle speed set value Vs2 to the vehicle speed control device 4.

  Further, when the signal from the accelerator operation detection unit 3 is acquired, the main line deceleration setting unit 11 executes a process of stopping deceleration, the control relating to the branch road traveling is stopped, and the vehicle speed control before the branch road presence information 21 is obtained. .

  Next, a processing flowchart of the deceleration control device 1 of FIG. 2 will be described.

  S10 is a determination as to whether or not the vehicle is already traveling on a branch road. When the vehicle is traveling on the main line, NO determination is selected, and S11 and subsequent steps are executed.

  In S11, if it is determined that there is an accelerator operation in S19, which will be described later, and YES determination is made, that is, if cancellation of the deceleration operation is selected without intention of entering the branch road, YES determination is made and main line travel is continued by the vehicle speed setting Vs0 in S13. To do.

  Since the deceleration operation is continued in the NO determination in the deceleration determination cancellation determination in S11, the steps after S12 are executed.

  In S12, the presence / absence of the branch road presence information 21 is determined, and NO determination is selected if there is no branch road. In S13, the main road travel is continued with the vehicle speed setting Vs0 currently being traveled.

  On the other hand, if there is a branch path, YES determination is selected, the distance from the current position to the branch path is calculated in S14, and it is determined in S15 whether or not the calculated distance is within a predetermined value.

  If the distance to the branch is greater than or equal to the predetermined value in S15, NO determination is selected, and the main line travel is continued at the vehicle speed setting Vs0 that is currently traveled in S13.

  On the other hand, if the distance to the branch is within the predetermined value, YES determination is selected and a deceleration request is made. Therefore, in S16, the vehicle speed is set to Vs1 lower than Vs0, and the deceleration operation is performed.

  By the way, when the distance from the current position to the acquired branch path is too long, if deceleration is continued between the distances, an extra deceleration is performed for the purpose of deceleration when entering the branch path. On the other hand, if it is too short, there will be a situation where it will not be in time for deceleration of the branch road travel described later. Furthermore, deceleration for a long period of time, or deceleration in which the next deceleration continues from the first deceleration may cause the driver to feel uncomfortable.

  Therefore, in order to eliminate these phenomena, the vehicle is decelerated when the distance to the branch path is within a predetermined value.

  S17 calculates the distance to the zebra road marking that is the end point of the branch road. In S18, if the branch road has not entered even after the distance to the zebra road marking has elapsed, YES determination is selected, In S12, the vehicle speed setting is reset from Vs1 to Vs0, and main line travel is continued.

  S19 is a determination of the presence or absence of the driver's accelerator operation while the distance to the branch is within a predetermined value and not traveling to the zebra road marking, and YES determination is selected when there is an accelerator operation. There is no intention of entering the branch road and it is determined that the deceleration operation on the main line is rejected. In S12, the vehicle speed is reset from Vs1 to Vs0, and the main line is continued.

  When the accelerator operation is not performed, NO determination is selected, and the deceleration operation is continued while the vehicle speed setting remains at Vs1 lower than Vs0.

  S20 is a process for determining the presence / absence of the branch approach recognition 22 from the navigation 2 while traveling at the vehicle speed setting Vs1 that has been decelerated, and NO determination is selected without entering the branch path, and the vehicle speed setting is Vs1. The deceleration operation is continued.

  If there is a branch road entry, YES determination is selected, and in 21 the vehicle speed setting is set to Vs2, which is lower than Vs1, so that the deceleration operation is stronger than the deceleration operation of the main road, so as to ensure the safety of the branch road travel. ing.

  If the vehicle has once entered the branch road and has started running on the branch road, YES determination is selected in S10, and the vehicle speed setting continues at Vs2.

  The vehicle speed setting value Vs2 is determined by the shape of the branch path based on information from the navigation 2 or information acquired from the in-vehicle camera. However, this determination method is not the main point of the present embodiment, so only an outline will be described.

If the distance to the forward curve, the curve curvature at that point, and the constants indicating the lateral acceleration are determined, the passing speed is
Passing speed = SQRT (curvature * constant)
Is required. If there is a speed limit, the speed limit may be used as the passing speed. Then, when the deceleration is determined, the target speed is obtained by the following formula.

Target speed = SQRT (passing speed * passing speed + 2 * deceleration * distance)
The vehicle speed set value may be a variable value.

  Next, driving control on the road when controlled by the processing flowchart of FIG. 2 will be described with reference to FIG. First, the case of entering a branch road from main line travel will be described.

  Section A1 is the main road traveling on the highway, and the vehicle speed control is performed at the vehicle speed Vs0.

  When the information 21 with the ahead branch road is acquired from the navigation 2 at the point P1, the distance to the branch road is calculated, and the vehicle speed control continues at the vehicle speed Vs0 until the calculated distance reaches the section A2 within the predetermined value. To do.

  When the calculated distance reaches the section A2 within the predetermined value at the point P2, the vehicle speed setting is set to Vs1 for deceleration of the main line travel, and the vehicle speed control of the vehicle speed Vs1 is performed. Continue until

  When the branch road entry information 22 is acquired from the navigation 2 at the point P3, the vehicle speed setting is set to Vs2 for deceleration of the branch road travel, and the vehicle speed control of the vehicle speed Vs2 is performed in the section A3, thereby ensuring the safety of the branch road travel.

  Next, a case where the main road travels and does not enter the branch road will be described.

  Since the vehicle does not enter the branch road at the point P3, the vehicle continues traveling at the decelerated vehicle speed Vs1 without acquiring the branch road entry information 22.

  Since traveling at a vehicle speed Vs1 that has been decelerated without entering the branch road is uncomfortable for the driver, detection of an accelerator operation is provided as an operation to stop the deceleration operation according to the driver's intention.

  If the driver performs an accelerator operation at the point P4 to stop the deceleration travel, the deceleration is canceled, the vehicle speed setting is reset to Vs0 that was traveling in the section A1, and in the section A5, the main speed is controlled by the vehicle speed Vs0. Drive on.

  In FIG. 3, the section A4 from the point P2 to the point P4 shows the deceleration section at the vehicle speed Vs1, but the section where the accelerator operation detection is permitted is the zebra road marking that separates the main line and the branch road from the point P2 where the deceleration is started. When the accelerator operation is performed in this section until the point P5, the deceleration is canceled from the accelerator operation point, and the vehicle is controlled to travel on the main line with the vehicle speed control of the vehicle speed Vs0.

  If the vehicle runs at a reduced vehicle speed Vs1 without an accelerator operation and passes the zebra road marking at the point P5, the vehicle speed setting is automatically reset to Vs0. In the section A5, the vehicle speed is controlled at the vehicle speed Vs0. To be controlled.

  The operation of the first embodiment has been described above, but the following modifications are also included.

  In the flowchart of FIG. 2, the distance to the zebra road marking is calculated in S17, and the deceleration operation is stopped by setting the vehicle speed setting from Vs1 to Vs0 based on the determination of the passage of the distance in S18. S17 and S18 can be omitted depending on the driver's intention by the accelerator operation.

  Further, the distance to the zebra road marking is not limited to the start point and end point of the zebra road marking, but may be the distance to this section or to the branch road end point obtained from the map information.

  Note that the vehicle speed setting Vs1 decelerated in main line travel is determined by the road conditions on the branch road, but if the degree of deceleration is too large, the driver may feel uncomfortable especially when there is no intention to enter the branch road. Become.

  On the other hand, if the degree of deceleration is too small, if the distance of the branch road is short, it is necessary to increase the degree of deceleration after entering the branch road, which also causes discomfort to the driver.

  It can be said that the vehicle speed setting Vs1 taking these into consideration is preferably determined based on the correlation between the speed limit of the branch road and the vehicle speed setting value Vs0 of the main line traveling.

  As an example, since the vehicle speed set value Vs0 is often set near the speed limit of the road, the vehicle speed set value Vs1 = the vehicle speed set value Vs0− (5 to 10 km / h) is set.

  Furthermore, the safety of the deceleration operation can be improved by determining the vehicle speed setting Vs1 in consideration of road information, weather information (including rainfall information), traffic information, time information, and the like that can be acquired from the navigation 2.

  Further, not only the above-mentioned information is taken into account alone, but also the vehicle speed setting Vs1 by various combinations, and not only the information on the point P2, but also by changing continuously during the traveling of the section A2, fine-grained traveling control is performed. be able to.

  As described above, according to the first embodiment, when entering the branch road, the vehicle speed Vs0 is decelerated from the vehicle speed Vs1 to the vehicle speed Vs1 during traveling on the main line before entering the branch road. Therefore, it is possible to perform an appropriate deceleration operation and to travel on a branch road that is safe and does not cause discomfort.

  Further, every time the branch road information 21 is acquired, the vehicle speed is decelerated from Vs0 to Vs1, and the accelerator is operated so as not to enter the branch road to cancel the deceleration.

  The accelerator operation in the automatic cruise control (auto cruise) is frequently used in the overtaking operation and the like, without canceling the automatic cruise control itself.

  For this reason, performing the accelerator operation for canceling the deceleration operation when the vehicle does not enter the branch road does not reduce the convenience for the driver.

  FIG. 4 is a diagram showing another embodiment. In the first embodiment, the branch path entry information 22 is acquired from the navigation 2, but the camera 5 is mounted on the vehicle as shown in FIG. It can also be obtained from the result of 6.

  After acquiring the information on the presence of this branch road from the navigation 2, the camera 5 recognizes the road marking that separates the main line from the branch road by the image recognition device 6, and determines that the information that the vehicle has crossed the road marking is approaching the branch road. Is.

  Further, in a vehicle equipped with the camera 5 and having the image recognition device 6, the zebra road marking is recognized by the camera 5 without calculating the distance to the zebra road marking in S17 shown in the flowchart of FIG. It can be replaced with the determination of the passage of distance to the zebra road marking.

  The mounting position of the camera 5 shown in FIG. 4 is not limited. If the road marking can be recognized by the rear, front, side, and around functions of the vehicle, the application of this embodiment can be performed. it can.

  As described above, according to the second embodiment, there is an effect that more accurate position information can be obtained as compared with the information of the navigation 2.

  FIG. 5 is another example of the vehicle speed setting in the section A2, and the same point and the same section as those in FIG. 3 are denoted by the same reference numerals.

  When the driver intends to enter the branch road, the vehicle speed setting of the section A2 is set to Vs11 so as to further decelerate from the vehicle speed setting Vs1.

  When the turn signal is turned on at the point P21 while the vehicle decelerates at the point P2 and the vehicle speed is set at the vehicle speed setting Vs1, the vehicle speed is set to Vs11 lower than Vs1, so that the vehicle speed for entering the branch road is lowered.

  The multi-stage deceleration method in the section A2 is not limited to the above-described blinker lighting, and the vehicle speed setting can be made multi-stage based on information about the driver's intention to enter the branch road, for example, information by voice.

  As described above, according to the third embodiment, since the vehicle speed setting before entering the branch road can be set finely, the safety of the branch road travel can be further improved.

  In the first embodiment, the vehicle is driven by cruise control on an expressway, and the vehicle is decelerated by changing the vehicle speed setting value from the branch road information. Example 4 is an example of approach to an intersection that is equivalent to a branch road of a general road.

  FIG. 6 shows a case where the vehicle travels on a general road 200 with an intersection and acquires intersection information as branch road information, and the symbols corresponding to the points and sections shown in FIG.

  In section A1, the vehicle speed is controlled at the vehicle speed setting Vs0 and the vehicle travels. When the information on the presence of the intersection is obtained from the navigation 2 at the point P1, the distance to the intersection P3 is calculated, and the calculated distance is within a predetermined value. Until the section A2 is reached, the vehicle speed control continues at the vehicle speed Vs0.

  When the calculated distance reaches the section A2 within the predetermined value at the point P2, the vehicle speed is set to Vs1 for deceleration of the intersection traveling, the vehicle speed control of the vehicle speed Vs1 is performed, and when the vehicle enters the intersection at the point P3, the vehicle further decelerates. Therefore, the vehicle travels at the intersection with the vehicle speed setting set to Vs2.

  Note that, since ordinary roads are not as fast as highways, vehicle speed control that further decelerates may be unnecessary for intersection traveling after point P3.

  In addition, there are pedestrian crossing road marking D1 and stop line road marking D2 at the intersection, and the driver is obliged to decelerate.

  Therefore, instead of calculating the distance to the intersection at the bent portion of the point P3, for example, the vehicle speed setting for calculating the distance to the road marking D2 of the stop line and decelerating in the section from the point P2 to D2 is Vs1, The road marking D2 can further improve safety if the vehicle speed setting for further decelerating is set to Vs2 to enter and run the intersection.

  The above-described operation is a case where the vehicle travels straight at an intersection, but when making a left turn or a right turn, a deceleration operation reflecting the driver's intention, such as turning on the blinker, is performed.

  In addition, if the traffic signal information of the intersection can be obtained, the vehicle speed setting is changed by the green signal and the red signal, and in the case of the red signal, the vehicle speed setting is lower than that in the case of the green signal, and a safe stop is performed by increasing the degree of deceleration. Can do.

  Furthermore, the intersection information is not limited to being acquired from the navigation 2 but can be replaced with information on a point recognized by a road marking by an in-vehicle camera, for example, a rhombus road marking indicating that there is a crosswalk ahead.

  As described above, according to the fourth embodiment, there is an effect that safe traveling control can be performed not only on an expressway but also on a general road having a branch road.

  By the way, Examples 1-4 are examples which carry out deceleration operation every time this information with a fork road is acquired, but about driving without the intention to enter a fork road or for entering into a fork road, It is also possible to select whether or not to perform a deceleration operation.

  There is a method based on detection of a dividing line that separates lanes as traveling without intention to enter a branch road.

  In the expressway 100 shown in FIG. 3, when traveling between the division lines of the left solid line 101 and the right broken line 102 or the left thick broken line 103 and the right broken line 102 of the division line, the traveling lane is on the left side, that is, In many cases, the lane is adjacent to the branch road, and the deceleration operation described in the first to fourth embodiments is performed.

  If you are traveling between the right solid line 104 and the left dashed line 102 of the lane marking, or between the lane markings of the right and left dashed lines in the case of three lanes (not shown), it may be the outer lane or the central lane that is not adjacent to the branch road Many.

  Therefore, while traveling on the outer lane or the central lane, the vehicle speed setting continues to travel at Vs0 regardless of the presence or absence of information on the presence of a branch road, and the deceleration operation is not performed. Thereby, traveling control according to a driver's will can be performed.

  On the other hand, there is a method that uses setting data of a destination or waypoint of navigation as traveling information that is surely entered into a branch road.

  When a destination or waypoint is set, a travel route is set, and information on interchanges and service areas used on the route can be acquired.

  Therefore, by performing a deceleration operation only on the information on the presence of a branch road according to the position information, it is possible to improve the safety of the branch road travel without performing the deceleration operation for each branch road information.

  Further, the deceleration operation can be limited by the driver's own operation.

  That is, the driver himself / herself determines an interchange or service area branch path that the driver wants to enter, and requests and holds a deceleration operation by a switch operation or a touch panel operation.

  Then, the presence of branch road information is obtained from the navigation, and the deceleration operation is started when the distance to the branch road becomes a predetermined value or less.

  If a switch operation or a touch panel operation is detected after the distance to the branch path becomes equal to or less than a predetermined value, the deceleration operation can be started immediately.

  In the fifth embodiment, since the approach to the branch road is detected with certainty, even if there is a branch road without the intention of entering, the driver does not decelerate each time, so that the driver does not feel uncomfortable. Deceleration operation can be performed.

  In the first to fifth embodiments, the deceleration operation is set by setting the vehicle speed lower than the currently traveling vehicle speed as the deceleration operation. However, in the case of a vehicle speed that does not require deceleration in actual traveling, However, it is possible to safely travel on the branch road by substituting the operation without acceleration.

  In the first to fifth embodiments, the deceleration operation is performed as an algorithm of the travel control device. However, when the distance to the branch road is traveling within a predetermined value or less, the deceleration is performed by a display or an announcement. The driver can be informed of the necessity of operation, and the deceleration operation can be made dependent on the driver's own vehicle speed adjustment. As a result, the driver can select a branch path that the driver actually wants to enter.

  According to the above, the confirmation step can be shortened by making full use of the driver's judgment on the branch road. That is, by reducing the vehicle speed before entering the branch road, the vehicle can be reliably decelerated within the range of the branch road length.

The block diagram which shows the structure of a traveling control apparatus. The flowchart which shows the process of a deceleration control apparatus. Explanatory drawing on the road. The block diagram of another traveling control apparatus. Vehicle speed setting diagram. Explanatory drawing on another road.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Deceleration control apparatus 2 Navigation apparatus 3 Accelerator operation detection part 4 Vehicle speed control apparatus 5 Camera 6 Image recognition apparatus 100 Expressway 200 General road

Claims (9)

A recognition unit for recognizing a branch road;
When the recognizing unit recognizes the branch road, a calculation unit that calculates a distance between the vehicle and the branch road;
A deceleration unit that starts deceleration when the distance is less than or equal to a predetermined value;
A detection unit that detects whether or not the driver has a rejection response,
Running at a first speed of Jo Tokoro, if the distance is equal to or less than a predetermined value, slowing the vehicle speed is smaller than the second vehicle speed at the deceleration section,
After decelerating to the second vehicle speed, the detection unit detects whether or not there is a rejection response,
Result detected by the detection unit, there is no rejection response, and the case of recognizing that it has entered into the branch passage by the recognition unit, deceleration in the second vehicle speed is less than the third vehicle speed by said deceleration portion When the detection unit has a rejection response as a result of the detection, the travel control device stops the deceleration operation at the deceleration unit and sets the vehicle speed to the first vehicle speed.   The travel control device according to claim 1, wherein the branch road includes an intersection, an expressway exit, a service area entrance, and an expressway branch road.   The travel control device according to claim 1, wherein the recognition unit is at least one of a navigation device, a front camera, a rear camera, and an on-vehicle camera.   The travel control device according to claim 1, wherein the detection unit detects whether or not there is a driver's rejection response based on the presence or absence of an accelerator operation.   5. The travel control device according to claim 1, wherein the deceleration unit includes a vehicle speed setting unit that sets a vehicle speed after starting deceleration based on travel information of the host vehicle. The travel control device according to claim 5 , wherein the vehicle speed setting unit sets the vehicle speed in multiple stages. The travel control device according to claim 5 or 6 , wherein the vehicle speed setting unit sets the vehicle speed based on any one or combination of road information, weather information, traffic information, and time information.   The said detection part outputs that there is no refusal response to a driver, when the said own vehicle is drive | working the leftmost lane or the rightmost lane toward the advancing direction. Travel control device.   The travel control device according to any one of claims 1 to 8, wherein the deceleration unit includes a deceleration setting unit that stops the deceleration operation when the detection unit detects that the driver has a rejection response.

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