JP5073528B2 - Vehicle fixed-point stop control method and apparatus - Google Patents

Description

  The present invention relates to a fixed point stop control method and apparatus that obtains frontal terrain information using a navigation device and uses the information to decelerate and control a vehicle toward a target point.

  As navigation devices (hereinafter abbreviated as “navigation”) become more sophisticated, navigation cooperative control for controlling vehicles in cooperation with navigation has been performed.

  When performing navigation cooperative control, terrain information (curve, speed limit, etc.) ahead of the vehicle is obtained from the current position on the map of the navigation device. Subsequently, the information is used for vehicle control. Therefore, the accuracy of the terrain information that the navigation sends to the vehicle side is important.

  The position of the navigation has been devised by a method in which GPS signals, autonomous navigation (sum of vehicle speed vectors on a map), and their features are fused. For example, autonomous navigation is used during a period in which GPS signals cannot be received.

  The navigation accuracy needs to be improved as the navigation itself, such as improving the accuracy of the map, improving various sensors (vehicle speed sensor, azimuth detection sensor) used in the locator, devising the locator algorithm, upgrading the map matching process, etc. Has been done.

  In Patent Document 1, in order to improve the accuracy of detection / judgment of the presence or absence of a temporary stop line ahead, the presence is confirmed based on information from the camera of the in-vehicle CCD in addition to GPS information. Driving assistance devices that can assist the driver only when necessary are proposed. Here, as a specific example of driving assistance, a warning is given when an operation to be decelerated is not performed, and there is a disclosure that there is braking control and the like.

  Next, the actual problem when the control to automatically stop at the place to stop, for example, the stop line, is described specifically.

  FIG. 10 is an explanatory diagram of an unstable phenomenon in the fixed point stop control for explaining the problem of the present invention. First, the remaining distance to the temporary stop line is based on information from the navigation. The horizontal axis is time, and the vertical axis is the remaining distance to the temporary stop line. At constant deceleration, the remaining distance decreases with a quadratic function as time elapses.

  Pattern 1 in FIG. 5A is a phenomenon in which the remaining distance from the navigation suddenly becomes 0 in the stop control of the stop line and is passed to the control side. At this time, the vehicle is continuing the stop control and is about to stop, but stops the stop control halfway. That is, since the remaining distance is 0, it is determined that the vehicle has passed the temporary stop line, and the vehicle is accelerated toward the next target, for example, the speed limit value.

  Pattern 2 in FIG. 5B is a phenomenon in which the remaining distance increases suddenly just before stopping. At this time, the vehicle is decelerating in the stop direction, but suddenly starts unnatural acceleration. This acceleration is a strange phenomenon for the driver.

  Pattern 3 in FIG. 5C is to maintain the value when the remaining distance becomes 0 once and the remaining distance is restored when the vehicle is stopped or almost stopped before stopping. At this time, since the control side has already stopped, it is inappropriate to use the revived remaining distance.

  Since these problems depend on the accuracy problem of the navigation, it is difficult to make the error completely zero, and a countermeasure on the control side is required.

  Conventionally, as disclosed in Patent Document 2, once control is started, a method that does not use navigation information is disclosed. This publicly known example is an example in which a driver stops learning a stop pattern for each stop line and uses the learned pattern to automatically stop at the corresponding stop line thereafter.

JP 2004-86363 A JP 2005-297621 A

  However, it is not easy to generate a general-purpose pattern from individual patterns that vary depending on each vehicle speed and environment. Moreover, when trying to actually apply and reproduce the pattern, it is rare that it matches the actual condition.

  Furthermore, after the start of deceleration, the control is started with the applied pattern and is stopped until the stop, so the distance to the stop line is long, and during that time, the control is continued only with the vehicle information. Therefore, if there is no opportunity to correct the position on the way and the assumed pattern and the actual condition are once deviated, the process proceeds to the stop with the deviated condition. There was a weak point.

  As described above, as an example of navigation cooperative control, when fixed point stop control is performed, there is a phenomenon in which the remaining distance transmitted from the navigation suddenly becomes zero or increases on the contrary just before stopping. May occur. These causes are corrected as a result of the map matching process of the navigation, but cannot be said to be completely accurate considering the map accuracy. As a driver, it is better to continue the stop control even if the position is slightly shifted, rather than the control that does not stop.

  Therefore, the problem to be solved by the present invention is based on the vehicle position information obtained from the outside, for example, position information with low accuracy such that the remaining distance to the temporary stop line slightly fluctuates just before stopping. Is to realize fixed point stop control without a sense of incongruity.

  In one aspect of the present invention, while the distance from the target stop position is equal to or greater than a predetermined value, the first deceleration control using the vehicle position information (for example, information from the GPS) given from the outside is performed. When the vehicle approaches the range, the second deceleration control is performed based on the vehicle position information obtained by calculation on the vehicle.

  In other words, when the vehicle is relatively far from the target stop position, the position correction is effective. When the vehicle approaches the target stop position, the vehicle position information given from outside (based on GPS information) is used. And the information of the dedicated locator are used.

  In a preferred embodiment of the present invention, the remaining distance calculating means for calculating the remaining distance to the position to be stopped based on the current position information of the own vehicle obtained from the outside and the stored map information, Current position information obtained by using first target speed determining means for determining a first target speed for stopping at a fixed point according to the remaining distance based on the current position information of the vehicle, and by integrating the travel distance of the vehicle A second target speed determining means for determining a second target speed for stopping at a fixed point in accordance with the remaining distance based on the switching means for switching which one of the first or second target speeds to use. And speed control means for controlling an actuator of the vehicle in accordance with a target speed that leads from the first target speed to the second target speed based on switching by the switching means.

  According to a preferred embodiment of the present invention, in fixed point stop control, for example, stop control to a temporary stop line, even if there is a change in the remaining distance from the outside such as GPS, the stop is smoothly stopped at the target stop position. This makes it possible to perform fixed point stop control without any sense of incongruity.

  Other objects and features of the present invention will become apparent from the embodiments described below.

  Embodiments of the present invention will be described below with reference to the drawings.

  FIG. 1 is a functional block diagram schematically showing a vehicle fixed point stop control apparatus according to an embodiment of the present invention.

  The function of the present embodiment includes a locator unit 11, a map matching processing unit 12, a map database 13, a front terrain information calculation unit 14, a cooperative control unit 15, and a vehicle actuator 16.

  The locator unit 11 calculates a position in consideration of latitude / longitude information based on received data from GPS and position information by autonomous navigation. Autonomous navigation is to obtain the amount of movement by integrating the speed and direction of the vehicle in a very short time. In the autonomous navigation-centric method, when the position obtained by autonomous navigation is significantly different from the position obtained by GPS, a process for correcting the GPS-based position is performed.

  The map matching processing unit 12 is a process of mapping the position obtained by the locator on the map, and detects an event that has passed through a certain mileage or an intersection or a curve from the vehicle information. Map matching processing is performed to correct the position on the map.

  The map database 13 includes link information representing a route and information such as an accompanying road type, speed limit, and gradient. If the current position is indicated, the terrain information of the course ahead from the current position can be read.

  The front terrain information calculation unit 14 calculates information on the front terrain from the current location.

  The cooperative control unit 15 performs deceleration control at a curve, speed limit traveling, slow driving, stop control at a temporary stop line, and the like based on the acquired frontal terrain information. Then, a control command is output to the vehicle actuator.

  The vehicle actuator 16 drives the actuator of the vehicle according to a command from the cooperative control unit 15. Specifically, the vehicle actuator is an engine, an AT, a brake, or the like.

  As a simple configuration, a target speed command is issued from the cooperative control unit, and the vehicle actuator is controlled to follow the target speed.

  In the functional block configuration diagram of FIG. 1, the cooperative control unit is provided independently, but may be configured to be incorporated in the navigation device.

  Here, FIG. 2 is used to explain the state transition of the concept of the fixed point stop control of the vehicle according to the present invention in comparison with that before improvement.

  In the comparative example of FIG. 2, when the temporary stop line approaches during constant speed operation at the speed limit or the designated speed set by the driver, stop control based on the navigation information is started. If the navigation information is accurate, the navigation line stops normally. However, due to fluctuations in the navigation information (current position → remaining distance) based on the GPS information described above, (1) the vehicle passes through the stop line, (2) temporary acceleration occurs, (3) There was a problem that the remaining distance occurred after stopping and started moving.

  On the other hand, according to the first embodiment of the present invention shown in the figure, when approaching the temporary stop line from the constant speed operation, (1) the first deceleration control to the temporary stop line by the navigation information is started. To do. Further, when the stop line is about 4-5 m, the control using the navigation information is stopped, and (2) the control is switched to the deceleration control mode to the second stop line based on the on-board information. The control is continued until the stop state is reached. When the stop state is reached, the following target speed is started by the accelerator-on trigger.

  Further, according to the second embodiment of the present invention, when approaching the temporary stop line during constant speed operation, (1) the first deceleration control to the temporary stop line based on the navigation information is started. Thereafter, when the absolute position information is received from the ground, (2) the mode is switched to the deceleration control mode to the second temporary stop line using the dedicated navigation. Then, when it is about 1 m from the stop line, the control using the navigation information is stopped, and (3) the control is continued by switching to the deceleration control mode to the third stop line based on the on-board information. The control is continued until the stop state is reached.

  Here, before the detailed embodiment, a deceleration control method until stopping is described.

  If the distance to the temporary stop line, which is the target stop position, is L, the host vehicle speed is V, and the target deceleration is a, the equation for the distance L is modified, and the target speed Vts for stopping the stop line is expressed as Is required.

Hereinafter, steps 1 to 4 shown in the first embodiment according to the present invention in FIG.
[Step 1]: Start of control When V <Vts, it is not necessary to start the stop control, so the final target speed Vt is obtained by equation (2).

Vt = V …………………………………………………………………………… (2)
When V ≧ Vts, since it is necessary to start the stop control, the final target speed Vt is obtained from the equation (3).

Vt = Vts ……………………………………………………………………… (3)
The above shows the starting control point for stopping at the stop line when deceleration is started at the deceleration a. The distance at that time is set as a threshold value 1, and the process proceeds to the next step.
[Step 2]: During deceleration control based on navigation information Using formula (3), Vts is set to the final target speed.

As the vehicle travels and the distance to the stop line becomes shorter, the target speed decreases, and when the distance to the stop line becomes equal to or less than the threshold value 2 (about 4 to 5 m), the process proceeds to step 3.
[Step 3]: Deceleration control based on vehicle information Do not use the distance from the navigation to the stop line, but subtract the travel distance calculated from the vehicle speed and time from the remaining distance to obtain a new remaining distance. Update.

As the first remaining distance, the remaining distance at the time of transition to Step 3 is used. And as the vehicle approaches the stop line, the vehicle speed approaches zero.
[Step 4]: Stop When the target speed becomes zero, the vehicle also moves to a stop state and ends the stop control.

  The stop line stop control can be executed by the above steps.

  The above is based on the premise of stopping control to the stop line, but of course there is no need to limit it to that. Stop at the railroad crossing, stop at the toll booth, stop just before the parking stop zone, specified by the driver A stop point, a point where a position such as a sign or under a signboard can be understood may be used.

  If information on a corresponding point is obtained by a map or communication means, control toward that point becomes possible.

  To the target point, the vehicle can be stopped or decelerated to a slow speed.

  Assuming that the slowing speed is Ve, the target speed at that time can be obtained by equation (4).

  In addition, the target speed is obtained by using the expression (1) or (4). As another method, a target deceleration for stopping on the stop line is obtained, and the target speed is calculated based on the deceleration. You may ask. Next, this method is shown.

  The target deceleration is obtained from equation (5).

  Then, the target speed is obtained by equation (6).

Vts = V−a ^* Δt …………………………………………………………… (6)
Here, Δt is a control cycle for giving a target speed. In this method, it is possible to change the deceleration according to the remaining distance, not the method of constant deceleration.

  Next, with reference to FIGS. 2 and 3, the processing flow by the cooperative processing unit for stopping the fixed point, which is the center of the present invention, will be described separately before and after the improvement.

  FIG. 3 is a fixed point stop control process flowchart before improvement. In step S210, the remaining distance from the navigation to the temporary stop line is obtained. In step S220, a distance (threshold 1) required for stopping is obtained from equation (7).

  If the remaining distance is greater than the threshold value 1 in step S230, the process ends with a Yes determination. If the remaining distance is smaller than the threshold value 1 in step S230, the determination is No and the process proceeds to S240. In step S240, the target speed is obtained from the remaining distance from the equation (1). In step S250, the target speed is commanded to the vehicle speed system. In step S260, the actuator is activated to operate the vehicle. In step S230, the determination is made based on the distance, but the target speed can be obtained and compared. That is, when the target speed is larger than the own vehicle speed, the Yes determination process can be performed.

  FIG. 4 is a processing flowchart of fixed point stop control by navigation cooperation according to the first embodiment of the present invention.

  In step S311, the current position information of the host vehicle is obtained from the GPS information. Next, in step S312, the remaining distance information to the stop target position is obtained. In step S320, a distance (threshold 1) required for stopping is calculated. In step S330, the remaining distance is compared with the threshold 1, and if the determination is Yes, the process ends. If it is No determination in step S330, it will progress to step S340.

  In step S340, if the remaining distance is greater than or equal to the threshold value 2 and a Yes determination is made, the process proceeds to step S350. In step S350, the target speed is calculated from the remaining distance of the navigation. Next, the process proceeds to step S370 to command the target speed to the vehicle speed system. In step S380, the vehicle speed system drives the actuator.

  On the other hand, if NO in step S340, the process proceeds to step S360, where the remaining distance information from the navigation is ignored, and the target speed is calculated from the estimated remaining distance estimated in the control. Next, similarly, the process after step S370 is performed.

なお、マイナスはあり得ないので、ゼロとなったら、ゼロのまま保持する。 Equation (8) is shown as an example of how to calculate the estimated calculation distance in step S360.

In addition, since there is no minus, when it becomes zero, it is kept as zero.

  As a method of determining the threshold 2, consideration of map error can be given. Assuming an error of about ± 1.5 m, the distance is about 3 m, and when converted into the target speed, 3.8 m / s (deceleration 0.25 g) is required.

  As another determination method, the time required until the driver feels dangerous and avoids it is about 1.4 seconds before the technical guideline and the like, and the distance traveled within the time range is required.

  The distance to stop when the brake is applied is about 4.8 m from the equation (9). (Assuming deceleration 0.25g)

  Since the process of FIG. 4 is called at a control cycle (for example, 10 ms), in steps S311-S312, if the transmission cycle from the navigation is, for example, several hundred ms, the remaining distance of navigation at every control cycle of 10 m. Can be supplemented in advance. What is necessary is just to deduct the control distance x own vehicle speed for the remaining distance after complementation.

  As described above, an unnatural phenomenon just before stopping can be eliminated.

  Here, supplementary explanations will be given for the preconditions necessary for determining the stop position with high accuracy.

  First, it is necessary to deal with the time delay of the navigation information. If information with a time delay is used, control may not be in time. When the vehicle is controlled based on the navigation information, it is necessary to consider the measurement delay of the own vehicle speed used by the navigation, the delay of the measurement speed using the wheel speed pulse, and the use of the actuator such as the VDC. It is necessary to consider the delay (very little) when using the vehicle speed. In addition to the measurement delay of the vehicle speed, it is necessary to consider the calculation processing delay inside the navigation system.

  The range of these delay data can be assumed by actually measuring. It is necessary to correct the information such as the distance received from the navigation in consideration of the delay on the control side. Of course, there is no problem if the delay can be dealt with in the navigation system.

  When the vehicle speed system is used for control, it is necessary to cope with the response delay.

  After the time delay in the navigation is adjusted, a target speed is calculated, and when a target speed is given to an actuator (for example, a vehicle speed control system), the vehicle speed system performs control according to the target speed. If the response of the vehicle speed system is high, it may be left as it is, but usually a delay occurs in the vehicle speed system. If a delay occurs, even if the target speed is commanded, a time delay occurs to reach that speed. When a time delay occurs, a difference between the target speed and the actual vehicle speed becomes a problem, and the time difference is shifted by the distance integrated.

  Therefore, it is necessary to perform control so that the target speed matches the actual vehicle speed.

  Since the vehicle travels only forward, it needs to be adjusted from time to time. This is not a static time delay, but an adjustment that takes into account the response of the dynamic characteristics of the vehicle speed system.

  The vehicle speed system is used, for example, when driving at a driver's set speed or when controlling a vehicle by determining a target speed by inter-vehicle control. For this reason, the vehicle speed system is designed not to be used alone but to be used by another control application that uses the vehicle speed system. The nonlinearity of the vehicle is inherent in the vehicle speed system. Thus, the dynamic characteristics of the vehicle speed system itself are designed to be approximated by a simple model, for example, a dead time system and a first-order response delay. If the characteristics of the vehicle speed system are known, the delay of the target speed can be eliminated by taking the dynamic characteristics into consideration. That is, a characteristic that eliminates the dynamic characteristic of the vehicle speed system, that is, a transfer function that is the reverse of the dead time and the first-order lag system is used. By multiplying the target speed by the inverse transfer function and passing the dynamic characteristics of the vehicle speed system, the time delay is eliminated. Here, as for the dead time, an advance element may be prepared. Since the first-order lag includes calculation of a differential element, it cannot be calculated as it is, but is calculated as a pseudo differential element.

  Positioning with high accuracy can be performed by intentionally combining these technical elements.

  Hereinafter, it will be specifically shown by mathematical expressions.

  An example of a transfer function model of a vehicle speed system is shown in equation (10).

  Here, Tm is a dead time and T1 is a time constant.

  When the inverse model of the transfer function is expressed using pseudo-differentiation, equation (11) is obtained.

  Here, Td is a differential time (set to 1), and η is a differential coefficient (0.1 to 0.125).

  Next, the inverse model is discretized.

  The time advance element can be discretized by equation (12).

W _{n + 1} = W _{n + 1} −Tm ^* α ……………………………………………………… (12)
Here, W _{n + 1} is a target speed, and in order to be consistent with the following expression, the time point of n + 1 is the current time. α is the deceleration (positive). For deceleration, the value at the time of target speed calculation is used.

Subsequently, when the inverse model of the first-order lag, which is the next block, is discretized, Equation (13) is obtained. X _n is, to take over the value of _{W n.}

Here, X _n is the target speed at the reverse system entrance (previous value) = W _n , X _{n + 1} is the target speed at the reverse system entrance (current value) = W _{n + 1} , and Y _n is the target speed after passing through the reverse system ( Yn _{+ 1} is a target speed (currently calculated value) after passing through the inverse system, and Δt is a discretization sampling time.

Conventionally, the target speed (current value) W _{n + 1} at the reverse system entrance is given to the vehicle speed system, but the target speed (currently calculated value) Y _{n + 1} after passing through the reverse system may be commanded to the vehicle speed system.

Here, since the value of Y _{n + 1} passes through the pseudo differential system, a large value may be calculated, and it is desirable to provide an upper limit and a lower limit. For example, the deceleration is obtained from (Y _{n + 1} −Y _n ) / Δt, and Y _{n + 1} is set so as not to exceed a certain fixed value (for example, −0.25 G to 0.1 G).

  Furthermore, since parameters such as weight are changed for each vehicle, tuning of the vehicle speed system for each vehicle type is required.

  The characteristics of the vehicle speed system itself should be designed and tuned as much as possible so as to be the same as other vehicles in order to reduce the change of the application that uses it. Of course, when the change is necessary, the characteristics should be changed, and the reverse system of the vehicle speed system needs to be designed so as to match the vehicle speed system.

  As for the 0 command value of the vehicle speed system, a vehicle speed system corresponding to the 0 command value may be designed, and at the time of 0 command, the vehicle speed command is not used and the brake control device as an actuator is used. It is also possible to perform stop control by instructing the brake fluid pressure directly. These techniques are used for stop control of the own vehicle when the preceding vehicle being followed stops.

  To summarize the first embodiment, first, the remaining distance calculating means (311, 312) for calculating the remaining distance to the position to be stopped based on the current position information of the own vehicle obtained from the outside and the stored map information. ) And first deceleration control means (350, 370, 380) for performing first deceleration control for stopping at a fixed point according to the remaining distance. Here, second deceleration control means (360, 370, 360) that performs second deceleration control for stopping at a fixed point in accordance with the remaining distance based on the current position information obtained by using the accumulated travel distance of the host vehicle. 380).

  Further, when the first and second deceleration control means are realized by speed control, first, based on the current position information of the host vehicle obtained from the outside and the stored map information, the position to be stopped is determined. The remaining distance calculating means (311, 312) for calculating the remaining distance of the vehicle, a first target speed for determining a first fixed point for the fixed point stop according to the remaining distance based on the current position information of the own vehicle obtained from the outside A target speed determining means (350) is provided. Next, second target speed determining means (360) for determining a second target speed for stopping at a fixed point in accordance with the remaining distance based on the current position information obtained by using the accumulated travel distance of the host vehicle. It has. Furthermore, a switching means (340) for switching which one of the first and second target speeds is used is provided, and the second target speed is changed from the first target speed based on switching by the switching means. The vehicle fixed point stop control device includes speed control means (370, 380) for controlling an actuator of the vehicle in accordance with a target speed connected to.

  In the first embodiment, the example of the two-stage control in which the stop control based on the navigation information is switched to the stop control based on the vehicle information is shown. In the second embodiment, a description will be given of three-stage control in which stop control based on navigation information using a dedicated locator is incorporated between stop control based on navigation information and stop control based on vehicle information.

  FIG. 5 is a functional block diagram showing an outline of a vehicle fixed point stop control apparatus according to Embodiment 2 of the present invention.

  Reference numeral 101 denotes a rear camera having a function capable of recognizing road markers. Reference numeral 102 denotes a front camera, which has a function of recognizing forward signs and signals and road surface markers. Reference numeral 103 denotes a road-to-vehicle communication function that can receive information from the roadside.

  An environment recognition unit 104 sends environment recognition information for specifying the current position of the vehicle to the locator unit 11 based on information obtained by rear camera, front camera, and road-to-vehicle communication. For example, marker information such as a pedestrian crossing, a temporary stop line, and a pedestrian crossing notice and the distance to the marker information, the distance to the sign and the distance to the sign, or the specific information of the roadside device received from the roadside and the distance to the marker information.

  Calculates the type of object recognized for the environment and the distance to it, and sends it to the locator.

  The locator unit pinpoints the current traveling position based on the type of object recognized by the environment recognition unit and the distance information up to that in the currently traveling area.

  Since the absolute position of the recognition target is registered in advance in the map database, the vehicle position can be obtained from the absolute position obtained by designating the recognition target and the distance to the recognition target. In order to do so, the information to be recognized and its absolute position are linked and stored in the map database 13 in association with the stored link information.

  FIG. 6 shows an example of an absolute position data structure used in the second embodiment of the present invention. The link No. that is currently running Corresponding to A and B, the type of recognition target, the absolute position where the recognition target exists, and the relative distance from the link start point are stored. Therefore, the current position can be calculated from the traveling link information, the input recognition target (and the distance to the recognition target), and the recognition information / absolute position pair information linked to the link.

  FIG. 7 is an image diagram of a current position calculation method when a rear camera recognizes a pedestrian crossing whose absolute position is known as an example of a current position calculation method according to the second embodiment of the present invention.

  The vehicle 71 includes a rear camera 101 and a front camera 102. When the rear camera 101 recognizes the pedestrian crossing 73 whose absolute position is known, the current position of the front end portion of the vehicle 71 can be obtained from the distance to the target 73. The current position obtained in this way can be regarded as absolutely accurate. Although it is schematically described as scalar information, it is obvious that the information is two-dimensional vector information along the direction of the link 72.

  When the current position is specified, locator unit 11 activates dedicated locator 106.

  The dedicated locator 106 outputs a traveling locus centered on autonomous navigation in order to increase the accuracy of the traveling distance. The map matching processing unit 12 performs matching processing corresponding to the dedicated locator 106 and identifies the current position on the map.

  Next, the frontal terrain information calculation unit 14 obtains topographical information (such as remaining distance information to the stop line) in front of the traveling road and sends it to the cooperative control unit 15.

  As described above, using the dedicated locator 106, the position information of the navigation can be made accurate, and highly accurate deceleration control can be realized.

  Since the error of the dedicated locator 106 increases with the travel distance, it is effective when the travel distance is short. Therefore, after the deceleration control by the existing locator 105 is started, if the recognition target is found after approaching the predetermined range from the target stop point, the process proceeds to the deceleration control by the dedicated locator 106. When the recognition target is not found, the deceleration control by the conventional locator 105 is continued.

  8 and 9 are speed characteristic diagrams of the fixed point stop control according to the embodiment of the present invention.

  FIG. 8 shows an example of two-stage control according to the first embodiment.

  Initially, when the distance to start deceleration for reaching the stop line is reached from the traveling state at a constant speed, the first deceleration control is started based on the remaining distance calculated by the locator of the existing navigation.

  When the remaining distance calculated by the locator of the existing navigation reaches the planned remaining distance of about 4 to 5 m, the control is switched to the second deceleration control based on the current position information based on the calculation information on the vehicle. Accordingly, after that, the current position does not fluctuate, and smooth and highly accurate deceleration control up to a fixed point stop can be realized.

  FIG. 9 illustrates an example of three-stage control according to the second embodiment.

  Initially, when the distance to start deceleration for reaching the stop line is reached from the traveling state at a constant speed, the first deceleration control is started based on the remaining distance calculated by the locator of the existing navigation.

  Next, when an object such as a pedestrian crossing 73 whose absolute position is known is recognized based on the information of the environment recognizing unit 104, another dedicated locator 106 inside the navigation is activated using that as a trigger.

  Then, the second deceleration control is continued by the remaining distance of the dedicated locator, and is advanced to just before the stop of about 1 m.

  When the remaining distance calculated by the dedicated locator 106 reaches a planned remaining distance of about 1 m, the control is switched to the third deceleration control based on the current position information based on the calculation information on the vehicle. Therefore, in the second and third deceleration control, the current position does not fluctuate, and smooth and accurate deceleration control up to a fixed point stop can be realized.

  In each stage of the above control, a method of adjusting the feeling of deceleration by changing the deceleration is also available.

It is a functional block diagram which shows the outline of the fixed point stop control apparatus of the vehicle by Example 1 of this invention. It is a state transition diagram which shows the concept of the fixed point stop control of the vehicle by the Example of this invention as contrasted with before improvement. It is a fixed point stop control processing flowchart before improvement. It is a fixed point stop control processing flowchart after improvement by Example 1 of the present invention. It is a functional block diagram which shows the outline of the fixed point stop control apparatus of the vehicle by Example 2 of this invention. It is an example of the absolute position data structure used for Example 2 of this invention. It is an image figure of the present position calculation method at the time of recognizing the pedestrian crossing which the absolute position is known with a rear camera as an example of the present position calculation method in Example 2 of this invention. It is a fixed point stop speed characteristic figure of two-step deceleration control by Example 1 of the present invention. It is a fixed point stop speed characteristic figure of the three-step deceleration control by Example 2 of this invention. It is a speed characteristic figure explaining the subject of the present invention in fixed point stop control.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Locator part, 12 ... Map matching process part, 13 ... Map database, 14 ... Front terrain information calculation part, 15 ... Cooperation control part, 16 ... Vehicle actuator, 101 ... Rear camera, 102 ... Front camera, 103 ... Road-to-vehicle distance Communication 104 ... Environment recognition part 105 ... Existing locator 106 ... Dedicated locator 71 ... Vehicle 72 ... Link 73 ... Target of recognition

Claims (13)

Based on the current position information of the own vehicle obtained from the outside and the stored map information, the remaining distance calculating means for calculating the remaining distance to the position to be stopped, the first for stopping at a fixed point according to the remaining distance The first deceleration control means for performing the deceleration control of the vehicle and the second deceleration control for performing the second deceleration control for stopping at a fixed point according to the remaining distance based on the current position information obtained by using the accumulated travel distance of the host vehicle. 2 is provided, and while the current position information of the host vehicle and the remaining distance to the position to be stopped are equal to or greater than a predetermined value, the first deceleration control unit is used to perform the deceleration control, A fixed point stop control device for a vehicle, characterized in that when the position information and the remaining distance to the position to be stopped approach within a predetermined range, deceleration control is performed using the second deceleration control means . Remaining distance calculation means for calculating the remaining distance to the position to be stopped based on the current position information of the own vehicle obtained from the outside and the stored map information, the remaining distance based on the current position information of the own vehicle obtained from the outside In accordance with the first target speed determining means for determining the first target speed for stopping at a fixed point, the fixed point according to the remaining distance based on the current position information obtained by using the accumulated travel distance of the host vehicle Second target speed determining means for determining a second target speed for stopping , and while the current position information of the vehicle and the remaining distance to the position to be stopped are equal to or greater than a predetermined value, the first target speed And a switching means for performing deceleration control using the second target speed when the current position information of the own vehicle and the remaining distance to the position to be stopped approach within a predetermined value range . A fixed-point stop control device for a vehicle.   3. The apparatus according to claim 2, further comprising speed control means for controlling a vehicle actuator in accordance with a target speed that leads from the first target speed to the second target speed based on switching by the switching means. A fixed-point stop control device for a vehicle.   4. The vehicle fixed point stop control device according to claim 2, further comprising speed control means for controlling an actual vehicle speed so as to follow the target speed. In any one of claims 1 to 4, wherein the fixed point vehicle should stop, stop line, railroad crossing, tollgate, parked forbidden band just before the stop, billboards and signs, or is a specified position of the driver A vehicle fixed point stop control device characterized by the above. The deceleration start position according to any one of claims 2 to 5, wherein the deceleration start position is determined based on the remaining distance obtained by using the current position information of the host vehicle obtained from the outside and reaching a position where deceleration should be started. comprising a determination unit, after determining the deceleration start position, the first, fixed point stop control device for a vehicle, characterized by being configured so as to enable said switching means and the second target speed determining means. In any one of claims 1 to 6, the current position information of the vehicle obtained from the outside, fixed point stop control device for a vehicle, characterized in that the current position information of the vehicle obtained from GPS. A remaining distance calculating step for calculating a remaining distance to the position to be stopped based on the current position information of the own vehicle obtained from the outside and the stored map information, and the remaining distance based on the current position information of the own vehicle obtained from the outside. In accordance with the distance, the first deceleration control step for performing first deceleration control for stopping at a fixed point, and the remaining distance based on the current position information obtained by using the accumulated travel distance of the host vehicle, the fixed point A second deceleration control step for performing a second deceleration control for stopping, and the first deceleration control step while the current position information of the host vehicle and the remaining distance to the position to be stopped are equal to or greater than a predetermined value. The vehicle fixed point stop control method is characterized in that the second deceleration control step is performed when the current position information of the host vehicle and the remaining distance to the position to be stopped approach within a predetermined value range . 9. The first target speed determining step according to claim 8 , wherein the first deceleration control step determines a first target speed for a fixed point stop according to the remaining distance based on the current position information of the host vehicle obtained from the outside. A speed determining step, wherein the second deceleration control step includes a second target speed for stopping at a fixed point in accordance with the remaining distance based on the current position information obtained by integrating the travel distance of the host vehicle. A second target speed determining step for determining the first target speed based on the switching step for switching which one of the first or second target speeds is used, and the switching by the switching step. A vehicle fixed point stop control method, comprising: a speed control step for controlling an actuator of the vehicle according to a target speed connected to the second target speed. Remaining distance calculation means for calculating the remaining distance to the position to be stopped based on the current position information of the own vehicle obtained from the outside and the stored map information, the remaining distance based on the current position information of the own vehicle obtained from the outside In accordance with the first target speed determining means for determining the first target speed for stopping at a fixed point, the fixed point according to the remaining distance based on the current position information obtained by using the accumulated travel distance of the host vehicle Second target speed determining means for determining a second target speed for stopping; while the current position information of the host vehicle and the remaining distance to the position where the vehicle should be stopped are equal to or greater than a predetermined value, the first target speed is Switching means for switching to perform deceleration control using the second target speed when the current position information of the host vehicle and the remaining distance to the position to be stopped approach within a predetermined value range . And based on switching by the switching means Te-vehicle navigation apparatus comprising the speed command means for instructing a target speed extending from the first target speed to the second target speed. A remaining distance calculating step for calculating a remaining distance to the position to be stopped based on the current position information of the own vehicle obtained from the GPS and the stored map information, and a position to start the deceleration based on the remaining distance. Deceleration start position determination step for determining arrival, and first deceleration control for starting first deceleration control for stopping at a fixed point according to the remaining distance when it is determined that the vehicle has reached the position where deceleration should be started. According to the remaining distance based on the current position information of the own vehicle obtained by the dedicated locator that outputs the traveling locus of the autonomous navigation center of the in- vehicle navigation device when the remaining distance falls within a predetermined value after the step A vehicle fixed-point stop control method comprising a second deceleration control step for executing second deceleration control for fixed-point stop. In Claim 11 , when the remaining distance based on the current position information of the own vehicle obtained by the dedicated locator is within a second predetermined value from the position to be stopped, the accumulated travel distance of the own vehicle is used. And a third deceleration control step for executing a third deceleration control for stopping at a fixed point in accordance with the third remaining distance based on the current position information of the own vehicle determined in this way. Fixed point stop control method. According to claim 11 or 12, wherein the second deceleration control step includes a comprising the step of activating a dedicated locator rear camera recognition, front camera recognition, the correction of the position by or Taha road-to-vehicle communication as a trigger A vehicle fixed point stop control method.

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