JP6288305B2 - Target vehicle speed generation device and travel control device - Google Patents

Description

  The present invention relates to a target vehicle speed generation device. More specifically, the present invention relates to a target vehicle speed generation device that generates a target vehicle speed for controlling traveling of the vehicle.

  Attempts have been made to develop an autonomous traveling control device that autonomously travels a vehicle from a starting point to a destination (see, for example, Patent Document 1). In such an autonomous traveling control device, for example, the vehicle's course (route) from the departure point to the destination is calculated using a well-known navigation technique, and on the course using a sensing technique such as a radar sensor or an image sensor. Detect lanes and obstacles. And an autonomous running control device makes a vehicle run autonomously along a course based on the detection information.

JP 2011-240816 A

  In the vehicle control in such autonomous driving, the course from the departure point to the destination is divided into predetermined sections, and the traveling locus of the vehicle and the behavior of the vehicle (for example, vehicle speed, acceleration, steering angle, etc.) are divided for each section. It is conceivable to update the target route representing the above and use it for vehicle control.

  In such update of the target route, for example, it is conceivable to calculate the target vehicle speed based on the actual vehicle speed at the time of update. However, if there is a deviation between the target vehicle speed and the actual vehicle speed due to a delay in following the actual vehicle speed to the target vehicle speed, the new target vehicle speed is calculated based on the actual vehicle speed. A new target vehicle speed may be calculated. For this reason, if the target route is updated in a state where the user who gets on the vehicle does not recognize the existence of such a deviation, the user may feel uncomfortable with the riding comfort.

  An object of the present invention is to provide a target vehicle speed generation device that reduces a sense of incongruity felt by the user when updating the target route.

  A target vehicle speed generation device as one aspect of the present invention calculates a deviation between a target vehicle speed and an actual vehicle speed of a vehicle at a predetermined timing, and compares the deviation with a predetermined threshold, and the deviation is predetermined. A new target vehicle speed is generated based on the target vehicle speed at a predetermined timing when it is smaller than the threshold value, and a new target vehicle speed is calculated based on the actual vehicle speed at a predetermined timing when the deviation is larger than the predetermined threshold value. A generating unit for generating.

  A target vehicle speed generation device as another aspect of the present invention includes a determination unit that determines whether or not there is a user vehicle operation at a predetermined timing, and a target vehicle speed of the vehicle at a predetermined timing when it is determined that there is no user vehicle operation. And a generating unit that generates a new target vehicle speed based on the actual vehicle speed of the vehicle at a predetermined timing when it is determined that there is a user vehicle operation.

  According to the present invention, it is possible to provide a target vehicle speed generation device that reduces a sense of discomfort felt by a user when updating a target route.

The block diagram which shows the traveling control apparatus which concerns on 1st Embodiment. The block diagram which shows the target path | route production | generation ECU of a traveling control apparatus. The conceptual diagram explaining the update of a target path | route. The flowchart explaining the production | generation of a target path | route. The conceptual diagram explaining the production | generation of the target route based on a target vehicle speed. The conceptual diagram explaining the production | generation of the target route based on a real vehicle speed. The block diagram which shows the target path | route production | generation ECU as a modification. The flowchart explaining the production | generation of the target path | route as a modification. The flowchart explaining the production | generation of the target path | route as a modification. The flowchart explaining the production | generation of the target path | route in the traveling control apparatus which concerns on 2nd Embodiment.

(1) 1st Embodiment The traveling control apparatus 10 which concerns on 1st Embodiment is demonstrated using FIGS.

  FIG. 1 is a block configuration diagram of a travel control device 10 according to the embodiment. The travel control device 10 is a device mounted on a vehicle, and is a device that autonomously controls the travel of the vehicle along a route (route) from a starting point to a destination calculated using a navigation technique or the like. . In particular, the travel control device 10 divides the course from the departure point to the destination into predetermined sections, and the target representing the vehicle travel trajectory and vehicle behavior (for example, vehicle speed, acceleration, steering angle, etc.) for each section. The route is updated, and the travel control of the vehicle is performed based on the target route.

  As shown in FIG. 1, the travel control device 10 includes a target route generation ECU (Electronic Control Unit) 12 and a travel control ECU 14. As shown in FIG. 1, the traveling control device 10 is electrically connected to a radar 16, a camera 18, a traveling state detection sensor 20, an operation state detection sensor 22, a navigation system 24, and the like. Further, a travel control actuator 26 is electrically connected to the travel control device 10. The travel control device 10 may be connected to other known configurations as appropriate, for example, a communication unit for performing inter-vehicle communication.

  The target route generation ECU 12 and the travel control ECU 14 are electronic control units each including a CPU (Central Processing Unit) and a memory such as a ROM (Read Only Memory) and a RAM (Random Access Memory). The target route generation ECU 12 acquires the route and map information from the departure point to the destination searched by the navigation system 24, and for each predetermined section set on the route, the vehicle travel locus, the vehicle behavior, etc. The target route representing is calculated. The travel control ECU 14 controls the travel of the vehicle based on the target route generated by the target route generation ECU 12. For example, the travel control ECU 14 determines the own vehicle based on the target route generated by the target route generation ECU 12 and data from the radar 16, the camera 18, the travel state detection sensor 20, the operation state detection sensor 22, the navigation system 24, and the like. The travel control amount such as acceleration / deceleration and steering angle of the vehicle is calculated. Further, the travel control ECU 14 controls the travel control actuator 26 based on the travel control amount. In FIG. 1, the target route generation ECU 12 and the travel control ECU 14 are described as independent ECUs, but may be configured as a single unit as appropriate.

  The radar 16 detects the presence, position, speed, and relative speed of the vehicle, motorcycle, bicycle, pedestrian, and the like around the vehicle. The radar 16 includes, for example, a laser radar, a millimeter wave radar, an ultrasonic radar, and the like. The radar 16 outputs the detected data to the travel control device 10. As the radar 16, a well-known radar may be used as appropriate, and therefore a detailed description of the configuration is omitted.

  For example, the camera 18 is attached to the front or side of the host vehicle and captures an image around the host vehicle. For example, the camera 18 images a road segment line or an obstacle on the route. The camera 18 includes an image sensor such as a charge coupled device (CCD) or a complementary metal-oxide semiconductor (CMOS), for example. The camera 18 outputs the captured image to the travel control device 10. As the camera 18, a well-known camera may be used as appropriate, and thus a detailed description of the configuration is omitted.

  The traveling state sensor 20 detects the traveling state of the host vehicle (for example, vehicle speed, acceleration, yaw angle, etc.). The traveling state sensor 20 includes, for example, wheel speed sensors provided on the respective wheels of the host vehicle, and detects the traveling state of the host vehicle such as the vehicle speed by measuring the wheel speed. The traveling state sensor 20 outputs the detected traveling state of the host vehicle to the traveling control device 10. Since the well-known vehicle speed sensor, acceleration sensor, and yaw angle sensor may be used as the running state sensor 20, a description of a more detailed configuration is omitted.

  The operation state detection sensor 22 detects the operation state of the host vehicle. Specifically, the operation state detection sensor 22 detects an accelerator operation, a brake operation, a steering operation (steering), and the like by a user (hereinafter referred to as a driver) who gets on the vehicle. The operation state sensor 22 outputs the detected operation state of the host vehicle to the travel control device 10. Since the well-known accelerator operation sensor, brake operation sensor, and steering sensor may be used as the operation state sensor 22, a description of a more detailed configuration is omitted.

  The navigation system 24 receives GPS signals from GPS (Global Positioning System) satellites. The navigation system 24 includes a gyroscope that detects the magnitude of the rotational motion applied to the vehicle, an acceleration sensor that detects the travel distance of the vehicle from three-axis acceleration, and a geomagnetic sensor that detects the traveling direction of the vehicle from the geomagnetism. Etc. may be provided. The navigation system 24 stores map information in a recording medium such as a hard disk. This map information includes information on the location and shape of roads and intersections, traffic rules including traffic signs and signals, and the like. Further, the map information may define a travelable area of the vehicle in the lane on the road. The navigation system 24 detects the position of the host vehicle, the direction with respect to the road, and the like based on the GPS signal from the GPS satellite and the map information. The navigation system 24 searches for a route from the departure point to the destination according to the input of the departure point (or current location) and the destination, and uses the searched route and the position information of the host vehicle to reach the destination. The guidance of the route is performed. The navigation system 24 outputs the searched route to the travel control device 10 together with the map information. Since a known navigation system may be used as the navigation system 24, a description of a more detailed configuration is omitted.

  The travel control actuator 26 includes an acceleration / deceleration actuator for accelerating / decelerating the host vehicle and a steering actuator for adjusting a steering angle. The travel control actuator 26 operates the acceleration / deceleration actuator and the steering actuator based on the travel control amount transmitted from the travel control ECU 14 to control the travel of the host vehicle.

  Next, generation of a target route by the target route generation ECU 12 will be described with reference to FIGS. As shown in FIG. 2, the target route generation ECU 12 includes a generation method determination unit 30 and a target route calculation unit 32.

  The target route generation ECU 12 acquires the route and map information from the departure point to the destination searched by the navigation system 24, and displays the vehicle travel locus, vehicle behavior, and the like for each predetermined section set on the route. The target route to be expressed is calculated, and the target route is updated for each section. Specifically, as shown in FIG. 3, the target route generation ECU 12 acquires map information together with the route R from the departure point to the destination searched by the navigation system 24. Then, the target route generation ECU 12 divides the route R from the departure place to the destination into predetermined sections, and updates the target path for each section. In the present embodiment, for example, sections are set by dividing the course R every 200 m. Of course, the method of dividing the section is not limited to this distance, and may be a distance different from this distance. Moreover, it is not necessary to divide all the sections at the same distance, and the division method may be changed as necessary. In FIG. 3, some continuous sections divided in this way are shown as a section L1, a section L2, a section L3,.

  In each section, a route update point for updating the target route is set. In FIG. 3, the route update points in the sections L1 and L2 are shown as route update points C1 and C2, respectively. In this embodiment, when the host vehicle passes the route update point of the section by the navigation system 24 or the like, the target route generation ECU 12 calculates the target route from the route update point to the end point of the next section and updates the target route. Do. In FIG. 3, for example, when the host vehicle passes the route update point C1 of the section L1, the target route generation ECU 12 starts from the route update point C1 to the end point E1 of the section L1 and the end point E1 of the section L1 (start point of the section L2). The target route to the end point E2 of L2 is calculated, and the currently used target route is updated to the newly calculated target route. The same target route is updated in the section L2. Specifically, when the host vehicle passes the route update point C2 of the section L2, the target route generation ECU 12 starts from the route update point C2 to the end point E2 of the section L2 and the end point E2 of the section L2 (start point of the section L3) to the section L3. And the target route calculated at the route update point C1 in the section L1 is updated to the newly calculated target route. In the present embodiment, for example, the route update point is set to a position that is a predetermined distance before the end point of the section (that is, a position where the remaining distance of the section is the predetermined distance). In the present embodiment, for example, the predetermined distance is set to 50 m. Of course, the position of the route update point is not limited to this position, and may be a position different from this position. The route update point may be set at a position where the remaining time until the vehicle reaches the end point of the section is equal to or less than a predetermined time.

  With reference to the flowchart of FIG. 4, the operation | movement of the production | generation method determination part 30 of the target route generation ECU12 of this embodiment and the target route calculating part 32 is demonstrated. Hereinafter, generation of a target route at the route update point C1 in the section L1 will be described, but similar target routes are generated in other sections.

  The generation method determination unit 30 determines whether or not the route update point C1 of the currently traveling section L1 has been passed based on the position information of the host vehicle obtained from the navigation system 24 or the like (step S10). When it is determined that the route update point C1 has been passed (YES in step S10), the generation method determination unit 30 acquires the target vehicle speed V1 of the target route and the actual vehicle speed V2 of the vehicle at the route update point C1 (step S12). . The generation method determination unit 30 calculates a deviation ΔV between the target vehicle speed V1 and the actual vehicle speed V2, and determines whether the deviation ΔV is equal to or less than a predetermined threshold T1 (step S14). The generation method determination unit 30 calculates, for example, a deviation ΔV between the target vehicle speed V1 and the actual vehicle speed V2 at the route update point C1, and determines whether the absolute value of the deviation ΔV is equal to or less than a predetermined threshold T1. . In the present embodiment, the predetermined threshold value T1 is 5 km / h. However, the value of the predetermined threshold T1 is not limited to this value, and may be a value different from this value.

  When it is determined that the deviation ΔV is equal to or smaller than the predetermined threshold T1 (YES in step S14), the target route calculation unit 32 calculates a new target route based on the target vehicle speed V1 (step S16) and is currently used. The target route being updated is updated to the newly calculated target route (step S18). Specifically, as shown in FIG. 5, when the deviation ΔV is equal to or smaller than a predetermined threshold T1 (ΔV ≦ T1), the target vehicle speed starting from the target vehicle speed V1 at time t1 corresponding to the route update point C1. A time function (vehicle speed profile) of V1 is generated. This vehicle speed profile is stored in a memory or the like as a new target route along with a time function (steering profile) of the target travel locus and target steering amount generated separately, and the currently used target route is updated. The target route calculation unit 32 generates the vehicle speed profile in consideration of the map information of the next section L2 acquired from the navigation system 24, similarly to the calculation of the known target route. Similarly, the target route calculation unit 32 generates a target travel locus and a steering profile based on the map information of the next section L2 acquired from the navigation system 24, similarly to the known target route calculation. For example, in such calculation of the target route, according to the curvature of the route obtained from the map information, the target travel locus, the vehicle speed profile, the steering profile, and the like such that the lateral acceleration applied to the vehicle is 0.2 G or less. A route is generated.

  On the other hand, when it is determined that the deviation ΔV is not equal to or smaller than the predetermined threshold T1 (NO in step S14), the target route calculation unit 32 calculates a new target route based on the actual vehicle speed V2 (step S20). The currently used target route is updated to a newly calculated target route (step S18). Specifically, as shown in FIG. 6, when the deviation ΔV is larger than a predetermined threshold T1 (ΔV> T1), the target vehicle speed starting from the actual vehicle speed V2 at time t1 corresponding to the route update point C1. A time function (vehicle speed profile) of V1 is generated. This vehicle speed profile is stored in a memory or the like as a new target route together with a separately generated vehicle target travel locus and steering profile, and the currently used target route is updated. The target route calculation unit 32 generates the vehicle speed profile in consideration of the map information of the next section L2 acquired from the navigation system 24, similarly to the calculation of the known target route. Similarly, the target route calculation unit 32 generates a target travel locus and a steering profile based on the map information of the next section L2 acquired from the navigation system 24, similarly to the known target route calculation. The deviation ΔV may be an absolute value or a signed value.

  Thus, the generation of the target route by the target route generation ECU 12 is completed. The travel control ECU 14 controls the travel of the vehicle based on the target route generated by the target route generation ECU 12.

  In updating the target route, for example, it may be possible to calculate the target route (target vehicle speed V1) based solely on the actual vehicle speed V2 at the time of update. However, when there is a deviation ΔV between the target vehicle speed V1 and the actual vehicle speed V2 due to a delay in following the actual vehicle speed V2 to the target vehicle speed V1, a new target route (target vehicle speed V1) is uniformly based on the actual vehicle speed V2. Is calculated, a new target route (target vehicle speed V1) may be calculated so that the deviation ΔV increases. For this reason, if the target route is updated in a state where the user who gets on the vehicle does not recognize the existence of such a deviation ΔV, the user may feel uncomfortable with the riding comfort.

  On the other hand, when the deviation ΔV is larger than the predetermined threshold value T1, the user intentionally operates the vehicle such as an accelerator operation, a brake operation, a steering wheel operation by the user, or a preceding vehicle following control or obstacle avoidance. It is conceivable that control other than traveling control of the vehicle based on the target route such as control is being executed. In this case, even if a new target route (target vehicle speed V1) is calculated based on the actual vehicle speed V2, the vehicle traveling control itself based on the target route is the vehicle operation of the user, the preceding vehicle following control, the obstacle avoidance. Since the target route is updated while being overridden by control or the like, or the user recognizes the presence of the deviation ΔV, the user is less likely to feel discomfort in the ride comfort.

  When the deviation ΔV is smaller than the predetermined threshold T1, the deviation ΔV between the target vehicle speed V1 and the actual vehicle speed V2 is calculated even if a new target route (target vehicle speed V1) is calculated based on the target vehicle speed V1. Since it is small, there are few problems such as a delay in following the actual vehicle speed V2 to the new target vehicle speed V1. Therefore, the user does not feel uncomfortable with the ride comfort.

  5 and 6 of the first embodiment describe the case where the vehicle is decelerating (the target vehicle speed V1 and the actual vehicle speed V2 are small), but the target route of the first embodiment The update can be applied to any case where the vehicle is traveling at a constant vehicle speed, the target vehicle speed is constant, the vehicle is accelerating, or the target vehicle speed is increasing.

  As described above, in the travel control device 10 according to the first embodiment, the target route generation ECU 12 (target vehicle speed generation device) determines the target vehicle speed V1 and the actual vehicle speed V2 of the vehicle at the route update point (predetermined timing). And a generation method determination unit 30 (determination unit) that compares the deviation ΔV with a predetermined threshold T1, and a path update point (predetermined timing) when the deviation ΔV is smaller than the predetermined threshold T1. ) Based on the actual vehicle speed V2 at the route update point (predetermined timing) when a new target route (target vehicle speed V1) is generated and the deviation ΔV is larger than the predetermined threshold T1. A target route calculation unit 32 (generation unit) that generates a new target route (target vehicle speed V1). Accordingly, it is possible to provide a target route generation ECU 12 (target vehicle speed generation device) that reduces a sense of discomfort felt by the user when updating the target route.

  Further, as described above, in the target route generation ECU 12 (target vehicle speed generation device), the route update point (predetermined timing) is determined based on the position information of the vehicle, the vehicle is the end point of the section (for example, the end point E1 of the section L1). Even when the generation method determination unit 30 (determination unit) determines that a position (predetermined position) in which the remaining time until reaching the end point of the section or the section before the predetermined distance is equal to or less than a predetermined time has been reached. Good. Thereby, a target route can be generated at a timing when the vehicle reaches a predetermined position.

  In addition, as described above, in the target route generation ECU 12 (target vehicle speed generation device), the target route calculation unit 32 (generation unit) determines the predetermined distance of the end point of the section in which the vehicle is currently traveling (for example, the end point E1 of the section L1). The generation method determination unit 30 (determination unit) determines that a position (for example, the route update point C1) (predetermined position) where the remaining time until reaching the end point or the end point of the section is a predetermined time or less has been reached. In this case, a new section (for example, a section from the route update point C1 of the section L1 to the end point E2 of the section L2) including the section (for example, the section L2) next to the section that is currently traveling (for example, the section L1). A target route (target vehicle speed V1) may be generated. As a result, the target route can be generated at the timing when the vehicle reaches the predetermined position in the currently traveling section.

  Further, as described above, the predetermined threshold value T1 may be a preset constant value (for example, 5 km / h). Thereby, for example, the target route can be generated using the same predetermined threshold value T1 regardless of the traveling state of the vehicle.

  As described above, the travel control device 10 according to the first embodiment is based on the target route generation ECU 12 (target vehicle speed generation device) and the new target route (target vehicle speed V1) generated by the target route generation ECU 12. A travel control ECU 14 (control device) for controlling the travel of the vehicle. Accordingly, it is possible to provide the travel control device 10 that reduces a sense of discomfort felt by the user when updating the target route.

(2) Modification Although the travel control device 10 has been described in detail above, the travel control device 10 is not limited to the above-described embodiment. It goes without saying that various improvements and modifications may be made without departing from the spirit of the present invention.

(2-1) Modification 1
The generation method determination unit 30 shown in FIG. 2 calculates a deviation ΔV between the target vehicle speed V1 and the actual vehicle speed V2, and determines whether the deviation ΔV is equal to or less than a predetermined threshold T1 (step S14). Here, the predetermined threshold value T1 may be a predetermined fixed value, or may be a value that changes according to the traveling state of the vehicle.

  A target route generation ECU 42 according to Modification 1 will be described with reference to FIGS. 7 and 8. Note that in the first modification, the same reference numerals are given to configurations and steps that function in the same or similar manner as in the first embodiment, and descriptions thereof are omitted. The target route generation ECU 42 shown in FIG. 7 is different from the target route generation ECU 12 according to the first embodiment in that it further includes a threshold value determination unit 44. That is, as shown in FIG. 7, the target route generation ECU 42 includes a threshold value determination unit 44, a generation method determination unit 30, and a target route calculation unit 32.

  With reference to the flowchart in FIG. 8, the operation of the threshold value determination unit 44 according to the first modification will be described. Hereinafter, generation of a target route at the route update point C1 (see FIG. 3) in the section L1 will be described, but the same target route is generated in other sections.

  When it is determined that the vehicle has passed the route update point C1 (YES in step S10), the threshold determination unit 44 determines the target vehicle speed V1, the actual vehicle speed V2, and the vehicle acceleration of the target route at the route update point C1. Obtain (step S22). Here, the acceleration of the vehicle may be an actual acceleration of the vehicle or a target acceleration of the vehicle. For example, the actual acceleration of the vehicle may be obtained by calculation from the actual vehicle speed V2 of the vehicle, or may be acquired from the running state sensor 20 (see FIG. 1). For example, the target acceleration of the vehicle may be obtained by calculation from the target vehicle speed V1 of the vehicle. In addition, when target acceleration is generated when generating a target route, the target acceleration may be used.

  The threshold determination unit 44 calculates a predetermined threshold T1 based on the acceleration of the vehicle (step S24). Specifically, the threshold value determination unit 44 refers to a map (table) that is stored in advance in the memory of the target route generation ECU 42 and indicates the relationship between the vehicle acceleration and the predetermined threshold value T1, and is acquired in step S22. A predetermined threshold value T1 corresponding to the acceleration of the vehicle is acquired. This map has a relationship between the vehicle acceleration obtained in advance by experiments, simulations, and the like and a predetermined threshold value T1. For example, in this map, the value of the predetermined threshold T1 increases as the vehicle acceleration value (acceleration / deceleration value or acceleration absolute value) increases.

  The generation method determination unit 30 calculates a deviation ΔV between the target vehicle speed V1 and the actual vehicle speed V2, and determines whether the deviation ΔV is equal to or less than the predetermined threshold T1 calculated in step S24 (step S14). Since the subsequent operation of the target route generation ECU 42 is the same as that of the target route generation ECU 12 according to the first embodiment, the description thereof is omitted.

  In step S24 of the first modification, the threshold value determination unit 44 acquires the predetermined threshold value T1 using a map indicating the relationship between the acceleration of the vehicle and the predetermined threshold value T1, but acquisition of the predetermined threshold value T1 is performed. Not limited to this. For example, a predetermined threshold value T2 for the vehicle acceleration is set in advance, and the vehicle acceleration is larger than the predetermined threshold T2 and the vehicle acceleration is smaller than the predetermined threshold T2. You may acquire threshold value T1. The predetermined threshold T1 when the acceleration of the vehicle is larger than the predetermined threshold T2 is set larger than the predetermined threshold T1 when the acceleration of the vehicle is smaller than the predetermined threshold T2.

  As described above, the target route generation ECU 42 (target vehicle speed generation device) according to Modification 1 further includes a threshold value determination unit 44 (threshold setting unit) that sets a predetermined threshold value T1. Thereby, a target route can be generated using an appropriate predetermined threshold value T1.

  Further, as described above, the threshold determination unit 44 (threshold setting unit) may set the predetermined threshold T1 based on the traveling state of the vehicle. As a result, the target route can be generated using a predetermined threshold value T1 appropriate for the traveling state of the vehicle.

  Further, as described above, the threshold determination unit 44 (threshold setting unit) may set the predetermined threshold T1 based on the acceleration of the vehicle at the route update point (predetermined timing). Thus, the target route can be generated using a predetermined threshold value T1 appropriate for the acceleration of the vehicle.

  In addition, as described above, the threshold determination unit 44 (threshold setting unit) sets the predetermined threshold T1 so that the predetermined threshold T1 increases as the vehicle acceleration at the route update point (predetermined timing) increases. Also good. Thereby, the target route is generated using an appropriate predetermined threshold value T1 according to the acceleration of the vehicle, and the uncomfortable feeling felt by the user when the target route is updated can be further reduced.

(2-2) Modification 2
In the first modification, the predetermined threshold T1 is a value that changes according to the acceleration (actual acceleration or target acceleration) of the vehicle. However, the predetermined threshold T1 is a value that changes according to the jerk (jerk) of the vehicle. It may be. A target route generation ECU 42 according to Modification 2 will be described with reference to FIGS. 7 and 9. Note that in the second modification, the same reference numerals are given to configurations and steps that function in the same or similar manner as the first embodiment and the first modification, and the description thereof is omitted. The target route generation ECU 42 according to the modified example 2 is different from the target route generation ECU 42 according to the modified example 1 in that the jerk of the vehicle is used when determining the predetermined threshold value T1.

  When it is determined that the vehicle has passed the route update point C1 (YES in step S10), the threshold determination unit 44 determines the target vehicle speed V1 of the target route, the actual vehicle speed V2 of the vehicle, and the jerk of the vehicle at the route update point C1. Is acquired (step S26). Here, the jerk of the vehicle may be the actual jerk of the vehicle or the target jerk of the vehicle. The actual jerk of the vehicle may be obtained by calculation from the actual vehicle speed V2 of the vehicle, may be obtained from the actual acceleration of the vehicle, or may be obtained from the running state sensor 20 (see FIG. 1). The target jerk of the vehicle may be obtained by calculation from the target vehicle speed V1 of the vehicle, for example. In addition, when target acceleration is generated when generating the target route, it may be obtained by calculation from the target acceleration.

  The threshold value determination unit 44 calculates a predetermined threshold value T1 based on the jerk of the vehicle (step S24). Specifically, the threshold value determination unit 44 refers to a map (table) that is stored in advance in the memory of the target route generation ECU 42 and shows the relationship between the jerk of the vehicle and the predetermined threshold value T1, and is acquired in step S26. A predetermined threshold value T1 corresponding to the jerk of the vehicle is acquired. This map has a relationship between the jerk of the vehicle obtained in advance by experiments, simulations, and the like and a predetermined threshold value T1. For example, in this map, the value of the predetermined threshold T1 decreases as the vehicle jerk value (absolute value of jerk value) decreases. That is, the value of the predetermined threshold value T1 decreases as the vehicle decelerates more slowly.

  The generation method determination unit 30 calculates a deviation ΔV between the target vehicle speed V1 and the actual vehicle speed V2, and determines whether the deviation ΔV is equal to or less than the predetermined threshold T1 calculated in step S24 (step S14). Since the subsequent operation of the target route generation ECU 42 is the same as that of the target route generation ECU 12 according to the first embodiment, the description thereof is omitted.

  In step S24 of the second modification, the threshold value determination unit 44 acquires the predetermined threshold value T1 using a map indicating the relationship between the jerk of the vehicle and the predetermined threshold value T1, but acquires the predetermined threshold value T1. Is not limited to this. For example, a predetermined threshold T3 for the vehicle jerk is set in advance, and when the vehicle jerk is larger than the predetermined threshold T3 and when the vehicle jerk is smaller than the predetermined threshold T3. Different predetermined threshold values T1 may be acquired. The predetermined threshold T1 when the jerk of the vehicle is smaller than the predetermined threshold T3 is set smaller than the predetermined threshold T1 when the jerk of the vehicle is larger than the predetermined threshold T3.

  As described above, the target route generation ECU 42 (target vehicle speed generation device) according to Modification 2 further includes a threshold value determination unit 44 (threshold setting unit) that sets a predetermined threshold value T1. Thereby, a target route can be generated using an appropriate predetermined threshold value T1.

  Further, as described above, the threshold determination unit 44 (threshold setting unit) may set the predetermined threshold T1 based on the traveling state of the vehicle. As a result, the target route can be generated using a predetermined threshold value T1 appropriate for the traveling state of the vehicle.

  Further, as described above, the threshold determination unit 44 (threshold setting unit) may set the predetermined threshold T1 based on the jerk of the vehicle at the route update point (predetermined timing). Thereby, a target route can be generated using an appropriate predetermined threshold T1 according to the jerk of the vehicle.

  In addition, as described above, the threshold determination unit 44 (threshold setting unit) sets the predetermined threshold T1 so that the predetermined threshold T1 decreases as the vehicle jerk at the route update point (predetermined timing) decreases. May be. Thereby, the target route is generated using an appropriate predetermined threshold value T1 according to the jerk of the vehicle, and the uncomfortable feeling that the user feels when updating the target route can be further reduced.

(2-3) Modification 3
In the first modification, the predetermined threshold T1 is a value that changes according to the acceleration of the vehicle. In the second modification, the predetermined threshold T1 is a value that changes according to the jerk of the vehicle. The threshold value T1 may be a value that changes according to both the acceleration and jerk of the vehicle.

(3) Second Embodiment A travel control device 10 according to a second embodiment will be described with further reference to FIG. In the second embodiment, configurations and steps that function in the same or similar manner as those in the first embodiment are denoted by the same reference numerals, and description thereof is omitted. In the travel control device 10 (see FIGS. 1 and 2) according to the second embodiment, the generation method determination unit 30 determines whether or not the user has operated the vehicle at the route update point, and the target route calculation unit 32 determines the determination result. It differs from the traveling control apparatus 10 according to the first embodiment in that the target route generation method is changed accordingly. Since the other basic configuration is the same as that of the travel control device 10 of the first embodiment shown in FIGS. 1 and 2, the detailed configuration of the travel control device 10 of the second embodiment will not be described. .

  The operation of the target route ECU 12 of the travel control device 10 according to the second embodiment will be described with reference to the flowchart of FIG. Hereinafter, generation of a target route at the route update point C1 (see FIG. 3) in the section L1 will be described, but the same target route is generated in other sections.

  The generation method determination unit 30 determines whether or not the route update point C1 of the currently traveling section L1 has been passed based on the position information of the host vehicle obtained from the navigation system 24 or the like (step S10). When it is determined that the route update point C1 has been passed (YES in step S10), the generation method determination unit 30 acquires the target vehicle speed V1 of the target route and the actual vehicle speed V2 of the vehicle at the route update point C1 (step S12). . Furthermore, the generation method determination unit 30 determines whether or not the user has operated the vehicle (step S30). Specifically, the generation method determination unit 30 detects the presence / absence of an accelerator operation, the presence / absence of a brake operation, and the presence / absence of a steering wheel operation based on the operation state of the host vehicle obtained from the operation state detection sensor 22 or the like. If there is any operation, generation method determination unit 30 determines that there is a vehicle operation by the user (YES in step S30). On the other hand, the generation method determination unit 30 determines that there is no vehicle operation by the user if there is no operation (NO in step S30). Here, the presence / absence of the accelerator operation, the presence / absence of the brake operation, and the presence / absence of the steering wheel operation are all detected. However, the present invention is not limited to this, and only a part thereof may be detected.

  When it is determined that there is no vehicle operation by the user (NO in step S30), the target route calculation unit 32 calculates a new target route based on the target vehicle speed V1 (step S16), and determines the currently used target route. Update to the newly calculated target route (step S18). On the other hand, when it is determined that there is a vehicle operation by the user (YES in step S30), the target route calculation unit 32 calculates a new target route based on the actual vehicle speed V2 (step S20), and the target currently used The route is updated to the newly calculated target route (step S18).

  Thus, the generation of the target route by the target route generation ECU 12 is completed. The travel control ECU 14 controls the travel of the vehicle based on the target route generated by the target route generation ECU 12.

  As described above, in the travel control device 10 according to the second embodiment, the target route generation ECU 12 (target vehicle speed generation device) performs vehicle operation (user vehicle operation) by the user at the route update point (predetermined timing). Based on the target vehicle speed V1 of the vehicle at the route update point (predetermined timing) when it is determined that there is no vehicle operation (user vehicle operation) by the user, and the generation method determination unit 30 (determination unit) that determines presence or absence. When a new target route (target vehicle speed V1) is generated and it is determined that there is a vehicle operation (user vehicle operation) by the user, a new target route (target vehicle speed V1) is generated based on the actual vehicle speed V2 of the vehicle at the route update point (predetermined timing). A target route calculation unit 32 (generation unit) that generates a simple target route (target vehicle speed V1). Accordingly, it is possible to provide a target route generation ECU 12 (target vehicle speed generation device) that reduces a sense of discomfort felt by the user when updating the target route.

  The target route generation ECU 12 of the second embodiment does not calculate the target route (target vehicle speed V1) based on the deviation ΔV between the target vehicle speed V1 and the actual vehicle speed V2 as described in the first embodiment. The target route (target vehicle speed V1) is calculated based on the presence or absence of the vehicle operation by. However, the calculation of the target route (target vehicle speed V1) based on whether or not the user has operated the vehicle is performed in combination with the calculation of the target route (target vehicle speed V1) based on the deviation ΔV between the target vehicle speed V1 and the actual vehicle speed V2. There may be. Specifically, the processing of step S30, step S16, and step S20 of FIG. 10 described in the second embodiment is the same as the processing of step S16 of FIG. 4 described in the first embodiment or the processing of step S20 of FIG. It may be performed instead.

  For example, when the processing of step S30, step S16, and step S20 in FIG. 10 is performed instead of the processing of step S16 in FIG. 4 described in the first embodiment, the deviation ΔV is equal to or less than a predetermined threshold T1. Even if it is determined (YES in step S14 of FIG. 4), if it is determined that there is a vehicle operation by the user (YES in step S30 of FIG. 10), the target route calculation unit 32 is based on the actual vehicle speed V2. Then, a new target route is calculated (step S20 in FIG. 10). On the other hand, when the processing of step S30, step S16, and step S20 of FIG. 10 is performed instead of the processing of step S20 of FIG. 4 described in the first embodiment, it is determined that the deviation ΔV is not equal to or less than a predetermined threshold T1. Even if it is determined (NO in step S14 of FIG. 4), if it is determined that there is no vehicle operation by the user (NO in step S30 of FIG. 10), the target route calculation unit 32 is based on the target vehicle speed V1. A new target route is calculated (step S16 in FIG. 10).

  As described above, in the target route generation ECU 12 according to the second embodiment, the generation method determination unit 30 (determination unit) determines whether or not a user has operated a vehicle (user vehicle operation) (see FIG. 10). In step S30), a deviation ΔV between the target vehicle speed V1 and the actual vehicle speed V2 of the vehicle at the route update point (predetermined timing) is calculated, and the deviation ΔV is compared with a predetermined threshold T1 (step S14 in FIG. 4). When deviation ΔV is smaller than predetermined threshold T1 (YES in step S14 in FIG. 4), the presence or absence of a vehicle operation (user vehicle operation) by the user may be determined (step S30 in FIG. 10). Further, when the deviation ΔV is larger than the predetermined threshold T1 (NO in step S14 in FIG. 4), the target route calculation unit 32 (generation unit) is based on the actual vehicle speed V2 at the route update point (predetermined timing). A new target route (target vehicle speed V1) may be generated. Thereby, a target route can be generated based on both the running state of the vehicle and the vehicle operation by the user.

  In addition, as described above, in the target route generation ECU 12 according to the second embodiment, the generation method determination unit 30 (determination unit) determines the presence or absence of a vehicle operation (user vehicle operation) by the user. Before (step S30 in FIG. 10), a deviation ΔV between the target vehicle speed V1 and the actual vehicle speed V2 at the route update point (predetermined timing) is calculated, and the deviation ΔV is compared with a predetermined threshold T1 (FIG. 10). 4 (step S14), when the deviation ΔV is larger than the predetermined threshold T1 (NO in step S14 in FIG. 4), it may be determined whether or not the user has operated the vehicle (user vehicle operation) (step in FIG. 10). S30). Further, when the deviation ΔV is smaller than the predetermined threshold T1 (YES in step S14 in FIG. 4), the target route calculation unit 32 (generation unit) is based on the target vehicle speed V1 at the route update point (predetermined timing). A new target route (target vehicle speed V1) may be generated. Thereby, a target route can be generated based on both the running state of the vehicle and the vehicle operation by the user.

  In the first and second embodiments described above, autonomous traveling control is performed by the traveling control ECU 14, but the generation of the target route of the present application is performed when complete autonomous traveling control is not performed or autonomous traveling control is performed at all. It can also be used when not. For example, the target route generated by the target route generation ECUs 12 and 42 may be simply notified to the driver, or the driving conditions for achieving the generated target route may be notified to the user. In these cases, instead of the autonomous traveling control, driving assistance that supports driving of the user (driver) is performed. Moreover, even if it does not perform complete autonomous traveling control, driving assistance can also be performed by performing only acceleration / deceleration or performing only steering by the traveling control device 10.

10 travel control device 12 target route generation ECU
14 Travel control ECU
30 Generation Method Determination Unit 32 Target Route Calculation Unit 42 Target Route Generation ECU
44 Threshold determination unit

Claims (13)

A determination unit that calculates a deviation between a target vehicle speed and an actual vehicle speed of the vehicle at a predetermined timing, and compares the deviation with a predetermined threshold;
When the deviation is smaller than the predetermined threshold, a new target vehicle speed is generated based on the target vehicle speed at the predetermined timing, and when the deviation is larger than the predetermined threshold, the predetermined timing Generating a new target vehicle speed based on the actual vehicle speed in
With
The predetermined timing is a timing at which the determination unit determines that the vehicle has reached a predetermined position based on position information of the vehicle.
Target vehicle speed generator. The generation unit generates the new target vehicle speed for a section including a section next to the currently traveling section when the determination section determines that the vehicle has reached a predetermined position in the currently traveling section. To
The target vehicle speed generation device according to claim 1. The predetermined threshold is a constant value set in advance.
The target vehicle speed generation device according to claim 1 or 2 . A threshold setting unit for setting the predetermined threshold;
The target vehicle speed generation device according to claim 1 or 2 . The threshold setting unit sets the predetermined threshold based on a running state of the vehicle;
The target vehicle speed generation device according to claim 4 . The threshold setting unit sets the predetermined threshold based on the acceleration of the vehicle at the predetermined timing.
The target vehicle speed generation device according to claim 5 . The threshold setting unit sets the predetermined threshold so that the predetermined threshold increases as the acceleration of the vehicle at the predetermined timing increases.
The target vehicle speed generation device according to claim 6 . The threshold setting unit sets the predetermined threshold based on the jerk of the vehicle at the predetermined timing.
The target vehicle speed generation device according to any one of claims 4 to 7 . The threshold setting unit sets the predetermined threshold so that the predetermined threshold decreases as the jerk of the vehicle at the predetermined timing decreases;
The target vehicle speed generation device according to claim 8 . A determination unit for determining the presence or absence of user vehicle operation at a predetermined timing;
When it is determined that there is no user vehicle operation, a new target vehicle speed is generated based on the target vehicle speed of the vehicle at the predetermined timing, and when it is determined that there is the user vehicle operation, A generating unit that generates a new target vehicle speed based on the actual vehicle speed of the vehicle at the timing;
A target vehicle speed generation device comprising: The determination unit calculates a deviation between the target vehicle speed and the actual vehicle speed of the vehicle at the predetermined timing and compares the deviation with a predetermined threshold before determining whether or not the user vehicle is operated. , If the deviation is smaller than the predetermined threshold, determine the presence or absence of the user vehicle operation,
The generation unit generates the new target vehicle speed based on the actual vehicle speed at the predetermined timing when the deviation is larger than the predetermined threshold.
The target vehicle speed generation device according to claim 10 . The determination unit calculates a deviation between the target vehicle speed and the actual vehicle speed of the vehicle at the predetermined timing and compares the deviation with a predetermined threshold before determining whether or not the user vehicle is operated. , If the deviation is greater than the predetermined threshold, determine the presence or absence of the user vehicle operation,
The generation unit generates the new target vehicle speed based on the target vehicle speed at the predetermined timing when the deviation is smaller than the predetermined threshold.
The target vehicle speed generation device according to claim 10 . The target vehicle speed generation device according to any one of claims 1 to 12 ,
A control device for controlling travel of the vehicle based on a new target vehicle speed generated by the target vehicle speed generation device;
A travel control device comprising:

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