JP6774259B2 - Vehicle travel control device - Google Patents

Description

The present invention relates to a traveling control device for a vehicle that generates a target route to be followed by the own vehicle.

Conventionally, in a vehicle such as an automobile, the driving lane of the own vehicle and the preceding vehicle in front of the own vehicle are detected by a camera, a radar, etc., the distance between the vehicle and the preceding vehicle is controlled to an appropriate distance, and the vehicle is in the driving lane. Follow-up travel control is known in which the position of a vehicle is controlled to control the follow-up travel to a target route having the center position of the lane or the center position of the preceding vehicle as a locus. In this follow-up travel control, the steering angle is controlled so that the position of the own vehicle matches the control target point of the target route, and the travel locus of the own vehicle is controlled to change following the target route.

For example, Patent Document 1 describes a technique for performing travel control that follows the center line of a lane when a white road line can be detected, and performing travel control that follows the center position of a preceding vehicle when the white line is hidden by a preceding vehicle and cannot be detected. Is disclosed. In this prior art, when the possibility of the preceding vehicle turning left or right is judged from the map information when following the preceding vehicle, the control gain is weakened, and the meandering is estimated from the lateral displacement change of the preceding vehicle to follow. By weakening the control, the improper behavior change of the own vehicle is reduced.

Japanese Unexamined Patent Publication No. 2000-20896

However, in the technique disclosed in Patent Document 1, the change in the behavior of the own vehicle when switching between the following running in the traveling lane and the following running in the preceding vehicle is not taken into consideration. For example, when the distance between the vehicle and the preceding vehicle becomes small in a traffic jam, the timing at which the white line can be stably detected and the timing at which the white line cannot be stably detected come alternately, and the control mode based on the white line and the control based on the preceding vehicle A phenomenon occurs in which the morphology frequently changes.

That is, as shown in FIG. 7, on a three-lane road, the white lines Lw1 and Lw2 on both sides of the central lane are broken lines, so that when the own vehicle CR is traveling in the central lane, the white lines Lw1 and Lw2 on both sides are At the same time, scenes in which the lane cannot be stably recognized appear periodically, such as when the camera deviates from the field of view R or the white line is hidden behind the preceding vehicle and only a part of the lane can be recognized. In the state where the white lines Lw1 and Lw2 on both sides are recognized, the white lines Lw1. Follow-up running is performed with the center position of Lw2 as the target route, but when the white lines Lw1 and Lw2 on both sides cannot be recognized stably, the follow-up running is switched to the locus of the center position of the preceding vehicle CR1 as the target route. ..

At this time, if the center position of the preceding vehicle CR1 is offset from the center position of the lane, the target point of the following running changes from the center position of the lane to the center position of the preceding vehicle, causing the vehicle to wobble, and more frequently. There is a risk that the vehicle will meander due to the switching of various target points.

The present invention has been made in view of the above circumstances, and even when the traveling lane cannot be stably recognized while following the traveling lane, the information on the traveling lane and the information on the preceding vehicle are combined to be stable. It is an object of the present invention to provide a vehicle travel control device capable of realizing such travel control.

The vehicle travel control device according to one aspect of the present invention is a vehicle travel control device that recognizes the traveling lane of the own vehicle and the preceding vehicle in front of the own vehicle and generates a target route to be followed by the own vehicle. A lane route generation unit that generates the target route as a route based on the traveling lane, a preceding vehicle route generation unit that generates the target route as a route based on the traveling locus of the preceding vehicle, and the preceding vehicle. unrecognized stably the traffic lane by a state that can not recognize the state and the traveling lane can recognize the running lane alternately appear every recognition of the traffic lane and the preceding vehicle recognized to have situations When the condition is satisfied, the target route is generated as a composite route in which the route component of the route based on the traveling lane and the route component of the route based on the traveling locus of the preceding vehicle are mixed at a predetermined mixing ratio. It has a part.

According to the present invention, even when the traveling lane cannot be stably recognized while following the traveling lane, stable driving control is realized by combining the information of the traveling lane and the information of the preceding vehicle. can do.

Configuration diagram of the driving control system Explanatory drawing of vehicle movement amount Explanatory diagram showing the locus of the control target point Explanatory drawing showing follow-up running on a compound route Explanatory diagram showing the transition to the combined route Flow chart of follow-up running control Explanatory drawing showing change in behavior of own vehicle at the time of conventional follow-up running switching

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In FIG. 1, reference numeral 10 is a travel control system for a vehicle such as an automobile, which executes travel control including autonomous automatic driving of the vehicle. In the travel control system 10, the travel control device 100 is centered, and the external environment recognition device 20, the map information processing device 30, the engine control device 40, the transmission control device 50, the brake control device 60, the steering control device 70, and the like are inside the vehicle. It is configured to be connected to each other via a communication bus 150 forming a network.

The external environment recognition device 20 recognizes the external environment around the own vehicle by various devices such as an in-vehicle camera, a millimeter wave radar, and a laser radar. In the present embodiment, as the external environment recognition device 20, recognition of the external environment by the in-vehicle camera 1 and the image recognition device 2 will be mainly described.

In the present embodiment, the camera 1 is a stereo camera composed of two cameras 1a and 1b that image the same object from different viewpoints, and is a shutter-synchronized camera having an image sensor such as a CCD or CMOS. is there. These cameras 1a and 1b are arranged, for example, in the vicinity of the rearview mirror inside the front window in the upper part of the vehicle interior with a predetermined baseline length.

The pair of left and right images captured by the camera 1 are processed by the image recognition device 2. The image recognition device 2 obtains the pixel shift amount (parallax) at the corresponding positions of the left and right images by stereo matching processing, converts the pixel shift amount into luminance data, or the like, and generates a distance image. Based on the principle of triangular survey, the points on the distance image are points in the real space where the vehicle width direction, that is, the left-right direction is the X-axis, the vehicle height direction is the Y-axis, and the vehicle length direction, that is, the distance direction is the Z-axis. The coordinates are converted, and the white line (lane) of the road on which the own vehicle travels, obstacles, the vehicle traveling in front of the own vehicle, and the like are recognized three-dimensionally.

A road white line as a lane can be recognized by extracting a point cloud that is a candidate for a white line from an image and calculating a straight line or a curve connecting the candidate points. For example, in the white line detection area set on the image, an edge whose brightness changes by a predetermined value or more is detected on a plurality of search lines set in the horizontal direction (vehicle width direction), and one set of white lines is set for each search line. The start point and the white line end point are detected, and the region between the white line start point and the white line end point is extracted as a white line candidate point.

Then, a model that approximates the left and right white lines is calculated by processing the time series data of the spatial coordinate positions of the white line candidate points based on the amount of vehicle movement per unit time, and the white lines are recognized by this model. As the approximate model of the white line, an approximate model in which linear components obtained by Hough transform are connected, or a model approximated by a curve such as a quadratic equation can be used.

The map information processing device 30 is provided with a map database, positions its own vehicle based on a signal from a GPS satellite or the like, and collates it with map data. The map database includes map data for displaying the route guidance of the vehicle and the current position of the vehicle, and high-definition map data for performing driving support control including automatic driving.

The map information processing device 30 presents travel route guidance and traffic information based on the collation of the positioning result of the position of the own vehicle with the map data to the driver via a display device (not shown), and the own vehicle and the preceding vehicle travel. It outputs road shape data such as road curvature, lane width, and road shoulder width, and map information for driving control such as road azimuth angle, road white line type, and number of lanes.

The engine control device 40 controls the operating state of the engine (not shown) based on signals from various sensors that detect the engine operating state and various control information transmitted via the communication bus 150. The engine control device 40 includes fuel injection control, ignition timing control, and electronically controlled throttle based on, for example, intake air amount, throttle opening degree, engine water temperature, intake air temperature, air-fuel ratio, crank angle, accelerator opening degree, and other vehicle information. Engine control is performed mainly by controlling the opening of the valve.

The transmission control device 50 supplies hydraulic pressure to an automatic transmission (not shown) based on signals from sensors that detect a shift position, vehicle speed, etc. and various control information transmitted via a communication bus 150. It controls and controls the automatic transmission according to preset shifting characteristics.

The brake control device 60 controls the four-wheel brake device (not shown) independently of the driver's brake operation, based on, for example, a brake switch, four-wheel wheel speed, steering wheel angle, yaw rate, and other vehicle information. To do. In addition, the brake control device 60 calculates the brake fluid pressure of each wheel based on the braking force of each wheel, and performs anti-lock braking system, side slip prevention control, and the like.

The steering control device 70 controls the assist torque by an electric power steering motor (not shown) provided in the steering system of the vehicle based on, for example, the vehicle speed, the steering torque of the driver, the steering wheel angle, the yaw rate, and other vehicle information. Further, the steering control device 70 drives and controls the electric power steering motor with a steering amount that follows the traveling locus of the preceding vehicle when following the preceding vehicle traveling in front of the own vehicle according to the instruction from the traveling control device 100. To do.

Next, the travel control device 100, which is the core of the travel control system 10, will be described. The travel control device 100 generates a target route to be followed by the own vehicle based on the recognition result of the external environment by the external environment recognition device 20, and the engine control device 40 so as to travel along the target route. , The transmission control device 50, the brake control device 60, and the steering control device 70 are used for running control.

Specifically, when the white line of the road is stably recognized, the travel control device 100 controls to follow the target path whose locus is the center position of the left and right white lines. On the other hand, when there is no white line on the road or the white line cannot be recognized and the preceding vehicle is supplemented in front of the own vehicle, the control is performed so as to follow the target route generated based on the traveling locus of the preceding vehicle.

Further, the travel control device 100 approaches a preceding vehicle in a traffic jam or the like, and a state in which a white line enters the field of view of the camera 1 and a state in which the white line does not enter alternately occur, particularly in the central lane of a three-lane road. As described above, when the vehicle is traveling in a lane in which the left and right white lines are formed by broken lines, the control mode is changed so as to follow the target route in which the white line information and the preceding vehicle information are combined. As a result, it is possible to prevent the vehicle behavior from becoming unstable due to frequent switching between the traveling control to the target route based on the white line and the traveling control to the target route based on the preceding vehicle.

Therefore, as shown in FIG. 1, the travel control device 100 includes a traffic jam status detection unit 101, a white line type detection unit 102, a target route generation unit 103, and a control unit 104. Further, the target route generation unit 103 generates three types of target routes, that is, a target route based on the white line, a target route based on the traveling locus of the preceding vehicle, and a target route obtained by combining them. Therefore, the target route generation unit 103 generates a lane route generation unit. The white line route generation unit 103a, the preceding vehicle route generation unit 103b, and the composite route generation unit 103c are provided.

The traffic jam status detection unit 101 and the white line type detection unit 102 detect the conditions of the travel mode in which the target route generation unit 103 follows the combined route. In the present embodiment, a condition for determining whether or not the vehicle is in a traffic jam mode (traffic jam mode), a travel lane in which the white lines on both sides are broken lines, such as the central lane of three lanes. The conditions for determining whether or not the vehicle is in the driving mode (central lane driving mode) are detected, and when both the conditions of the traffic jam condition mode and the central lane driving mode are satisfied, the following to the compound route is followed. Shift to running.

The traffic jam detection unit 101 determines whether or not the vehicle is in a traffic jam by detecting the vehicle body speed V of the own vehicle and the inter-vehicle distance Lc with the preceding vehicle. Specifically, when the vehicle body speed V and the inter-vehicle distance Lc both satisfy the following conditions (1) and (2), it is determined that the vehicle is in a traffic jam and the traffic jam mode is turned on.

(1) V <Vjm_on
(2) Lc <Lcjm_on
Here, Vjm_on: set vehicle speed (for example, Vjm_on = 40 km / h)
Lcjm_on: Set inter-vehicle distance (for example, Lcjm_on = 40m)

Further, the traffic jam status detection unit 101 checks whether or not the following conditions (3) and (4) are satisfied after the traffic jam status mode is turned on, and if both of these conditions are satisfied, the traffic jam occurs. Judge that the situation has been resolved and turn off the traffic jam mode. This is to suppress abrupt changes in the control mode by providing hysteresis in ON and OFF of the congestion situation mode.

(3) V ≧ Vjm_off
(4) Lc ≧ Lcjm_off
Here, Vjm_off: set vehicle speed (for example, Vjm_off = 50 km / h)
Lcjm_off: Set inter-vehicle distance (for example, Lcjm_off = 50m)

The white line type detection unit 102 detects the distances Lkl and Lkr of the continuous section of the left and right white lines, respectively, based on the information from the external environment recognition device 20. Then, when the detected section distances Lkl and Lkr both satisfy the following conditions (5) and (6) for the set number of frames, the central lane of the three lanes surrounded by the broken white lines on the left and right is used. It is determined that the vehicle is running, and the central lane driving mode is turned on.

(5) Lkl <Lkl_on
(6) Lkr <Lkr_on
Here, Lkl_on: set section distance (for example, Lkl_on = 15 m)
Lkr_on: Set section distance (for example, Lkr_on = 15m)

Further, since the white line type detection unit 102 gives hysteresis to ON and OFF of the central lane travel mode, whether the following conditions (7) and (8) are satisfied after the central lane travel mode is turned ON. If it is checked whether or not the conditions are satisfied together for the set number of frames, the central lane driving mode is turned off.

(7) Lkl ≧ Lkl_off
(8) Lkr ≧ Lkr_off
Here, Lkl_off: set section distance (for example, Lkl_off = 20 m)
Lkr_off: Set section distance (for example, Lkr_off = 20m)

The target route generation unit 103 generates the target route as a route based on the white line by the white line route generation unit 103a, and generates the target route as a route based on the traveling locus of the preceding vehicle by the preceding vehicle route generation unit 103b. In the state where the white line and the preceding vehicle are recognized, the white line route generation unit 103a and the preceding vehicle route generation unit 103b execute the processes for generating the respective target routes in parallel, and the target route in which they are combined is the situation. It is generated by the composite route generation unit 103c according to the above.

The target route generated by the white line route generation unit 103a and the target route generated by the preceding vehicle route generation unit 103b are basically generated by the same process. That is, the white line path generation unit 103a sets the center position of the left and right white lines as the target point, and sets the locus of the target point as the target path. Further, the preceding vehicle route generation unit 103b sets the center position in the width direction of the back region of the preceding vehicle as the target point, and sets the locus of the target point as the target route.

In the present embodiment, an example of generating a target path by expressing the locus of the target point with a quadratic curve will be described.

(A) In the case of white lines The white line candidate points detected on the image are mapped to the coordinate system in real space with respect to the image coordinate system. The white line candidate points on this image are, for example, candidate points from about 7 to 8 m on the front side to about 100 m on the distant side, and all these white line candidate points are mapped in real space. Then, the white line candidate points detected on the image and the past white line data estimated based on the movement amount of the own vehicle are combined to identify an approximate curve for each candidate point.

(B) In the case of the preceding vehicle The coordinates of the center of the back of the preceding vehicle are set as the point P, and the coordinates are updated by the amount of movement of the own vehicle every moment based on the following equations (1) to (4). , Create a locus point group of the preceding vehicle. An approximate curve is identified for this locus point cloud.

Specifically, for example, a target candidate point P is obtained for each frame based on the amount of movement of the own vehicle per frame of the captured image of the camera 1, and a curve that approximates the point cloud of the candidate point P is targeted. Calculate as a route. Specifically, from the relationship shown in FIG. 2, the frame rate Δt (time until the captured image is updated by one frame) is based on the vehicle speed V of the own vehicle CR and the yaw angle θ obtained from the yaw rate of the own vehicle CR. The movement amounts Δx and Δz to the own vehicle CR'are calculated using the following equations (1) and (2).
Δx = V · Δt · sin θ… (1)
Δz = V · Δt · cos θ… (2)

Next, as shown in the following equations (3) and (4), the movement of the own vehicle with respect to the candidate point Pold (Xold, Zold) in the vehicle fixed coordinate system (X, Z) detected before the previous frame. After subtracting the quantities Δx and Δz, the coordinates of the candidate point Ppre (Xpre, Zpre) in the current frame are calculated by converting the coordinates to the vehicle fixed coordinate system (X', Z') in the current frame. ..
Xpre = (Xold-Δx) ・ cosθ− (Zold-Δz) ・ sinθ… (3)
Zpre = (Xold-Δx) ・ sinθ + (Zold-Δz) ・ cosθ… (4)

Then, by applying, for example, the least squares method to the point group of these candidate points, the path PH in which the locus of the candidate points is expressed by a quadratic curve is obtained as shown in the following equation (5). This route PH is used as the target route (see FIG. 3). In equation (5), the coefficients A, B, and C represent the route components constituting the target route, the coefficient A is the curvature component of the target route, and the coefficient B is the yaw angle component of the target route with respect to the own vehicle (front-rear direction of the own vehicle). The angular component (angle component) between the axis and the target path (tangent line) and the coefficient C indicate the lateral position component (horizontal position component) of the target path with respect to the own vehicle.
X = A ・ Z ² ＋ B ・ Z ＋ C… (5)

For the target path by the white line, the center position of the candidate points on the left and right white lines may be set as the target point, and the above equation (5) may be calculated from the center target point. The curve of Eq. (5) is calculated for each of the white lines, and the locus at the center position obtained from the left and right curves is used as the target path.

When the target route according to the equation (5) is based on the white line information, the shape of the white line tends to be unstable and unstable in a traffic jam scene because the distance between the preceding vehicle and the own vehicle is short. However, not all physical values are unstable with respect to the white line information, and among the path components of the white line, the curvature and yaw angle components tend to be unstable, but the horizontal position component of the white line with respect to the own vehicle is stable. .. On the other hand, in the target route based on the preceding vehicle information, the curvature and yaw angle components of the route components tend to be relatively stable, but when the preceding vehicle travels by the edge of the lane, the lateral position of the own vehicle is in the center of the lane. If the width of the own vehicle is larger than the width of the preceding vehicle, there is a risk that the vehicle will be out of the lane.

Therefore, when the congestion situation mode is ON and the central lane travel mode is ON, the compound route generation unit 103c creates a compound route in which the white line information and the preceding vehicle information are combined with respect to the target route according to the equation (5). Is generated as the target route. Oscillation and divergence of the control system can be suppressed by performing traveling control that follows this composite path.

Specifically, the coefficient A. in Eq. (5). B. By replacing C with the coefficients shown in the following equations (6) to (8), the target route is obtained by synthesizing the white line information and the preceding vehicle information at a predetermined ratio.
A = Aw ・ K1 + Ac ・ (1-K1)… (6)
B = Bw ・ K2 + Bc ・ (1-K2)… (7)
C = Cw ・ K3 + Cc ・ (1-K3)… (8)
Here, Aw: a coefficient representing the curvature component of the target path based on the white line information.
Bw: Coefficient representing the yaw angle component of the target path based on the white line information
Cw: Coefficient representing the lateral position component of the target path based on the white line information
Ac: Coefficient representing the curvature component of the target route based on the preceding vehicle information
Bc: Coefficient representing the yaw angle component of the target route based on the preceding vehicle information
Cc: Coefficient representing the lateral position component of the target route based on the preceding vehicle information
K1, K2, K3: Coefficient indicating the mixing ratio of the white line information and the preceding vehicle information

The coefficients K1, K2, and K3 in the equations (6) to (8) are set to, for example, K1 = 0.5, K2 = 0.5, and K3 = 1.0. That is, for the curvature component and the yaw angle component, the white line information and the preceding vehicle information are mixed by 50% each, and for the lateral position component, the white line information is set to 100% to generate a composite route, so that the center of the lane of the own vehicle is generated. It stabilizes the curvature component of the route and the yaw angle component of the route with respect to the own vehicle while suppressing the deviation from the vehicle.

It should be noted that the coefficients K1, K2, and K3 indicating the mixing ratio of the white line information and the preceding vehicle information do not necessarily have to be constant, and the shorter the inter-vehicle distance, the lower the white line recognition accuracy. You may try to increase the weight of.

For example, as shown in FIG. 4, when the own vehicle CR is traveling in the lane formed by the broken white lines Lw1 and Lw2, the white lines Lw1 and Lw2 are recognized in the field of view R of the camera. Even if the center position Xc of the preceding vehicle CR1 is offset from the lane center position Xo, the own vehicle CR is traveling with the center position of the white lines Lw1 and Lw2 as the target route. Then, even if the white lines Lw1 and Lw2 on both sides deviate from the field of view R of the camera and cannot be recognized and a scene appears, the vehicle travels on a composite route in which the white line information and the preceding vehicle information are mixed as the target route, as in the conventional case. White line Lw1 without bias toward the center position of the preceding vehicle. It is possible to run while maintaining the central position of Lw2.

In this case, the transition to the compound route does not change the mixing ratio of the white line information and the preceding vehicle information at the moment of switching to the compound route, but gradually changes the mixing ratio of the compound route with the passage of time. It is desirable to do.

For example, as shown in FIG. 5, when the congestion status mode is turned ON and the central lane driving mode is turned ON at time t0 during control to the target route based on the white line information, the target set based on the white line information is set. As shown by the broken line in the figure, the curvature component and the yaw angle component of the route change with a predetermined time constant so as to have a predetermined mixing ratio of the white line information and the preceding vehicle information, and the curvature based only on the white line information. Destabilization of components and yaw angle components is avoided. On the other hand, as the lateral position component, the component based on the white line information is maintained even after the time t0, and the deviation of the own vehicle from the center of the lane is suppressed.

The control unit 104 corrects the current steering angle via the steering control device 70 so that the center position of the own vehicle in the vehicle width direction coincides with the control target point on the target route, and follows the target route. Control. Steering control to the control target point is feedback control for the deviation δ (see FIG. 2) between the estimated lateral position of the own vehicle and the target point at a predetermined distance when traveling at the current steering angle, and the target path and the own vehicle. Feedback control for the relative yaw angle and feedforward control for the change in curvature of the target path are mainly executed.

The estimated lateral position of the own vehicle at a predetermined distance can be calculated from the steering angle, vehicle speed, vehicle-specific stability factor, wheelbase, steering gear ratio, etc., and the yaw rate of the own vehicle detected by the sensor can be calculated. It can also be calculated using.

For example, as shown in the following equation (9), the steering control amount of the feed forward control with respect to the curvature component A of the target path and the relative yaw angle θy between the target path and the own vehicle based on the yaw angle component B of the target path. The target steering angle αref is calculated by adding the steering control amount of the feedback control with respect to the steering control amount of the feedback control with respect to the deviation δ between the estimated lateral position of the own vehicle based on the lateral position component C of the target path and the target point. , Output to the steering control device 70.
αref = Gff ・ A ＋ Gy ・ θy ＋ Gf ・ δ… (9)
Here, Gff: feedforward gain with respect to the curvature component A of the target path.
Gy: Feedback gain for the relative yaw angle θy between the target route and the own vehicle
Gf: Feedback gain with respect to the lateral position deviation δ between the own vehicle and the target path when traveling at the current steering angle.

The steering control device 70 calculates the target steering torque based on the deviation between the target steering angle αref and the actual steering angle, and controls the electric power steering motor. Specifically, the control to the target torque is executed as the current control of the electric power steering motor. For example, the electric power steering motor is driven by the drive current by the PID control.

Next, the travel control program processing in the travel control device 100 will be described with reference to the flowchart shown in FIG.

In this travel control, in the first step S1, it is examined whether or not the white line of the road can be stably recognized based on the information from the external environment recognition device 20. Then, when the white line can be stably recognized, the target route based on the white line information is generated in step S2, and the follow-up travel control for following the target route based on the white line information is executed in step S3. To do.

On the other hand, if the white line cannot be recognized stably, the process proceeds from step S1 to step S4, and it is checked whether or not the preceding vehicle is recognized within a predetermined range in front of the own vehicle. Then, if the preceding vehicle is not recognized, this process is exited, and if the preceding vehicle is recognized, in steps S5 and S6, whether or not the congestion status mode is ON and the central lane driving mode are ON, respectively. Check if it is.

In steps S5 and S6, when at least one of the traffic jam mode and the central lane traveling mode is OFF, the process proceeds to step S7 to generate a target route based on the preceding vehicle information. Then, in step S8, the follow-up travel control for following the target route based on the preceding vehicle information is executed.

On the other hand, in steps S5 and S6, when both the congestion status mode and the central lane traveling mode are ON, the process proceeds to step S9 to generate a composite route based on the white line information and the preceding vehicle information. Then, in step S10, the follow-up running control for following the combined path is executed. In the follow-up travel control for this composite route, the curvature component and yaw angle component of the composite route gradually change the mixing ratio of the value based on the white line information and the value based on the preceding vehicle information with the passage of time, but the lateral position component. Is maintained in a state based on the white line information, control stability is ensured, and deviation from the center position of the lane is suppressed.

As described above, in the present embodiment, when the traveling lane cannot be stably recognized in the situation where the preceding vehicle is recognized, the route component based on the information of the traveling lane and the route component based on the information of the preceding vehicle are obtained. A compound path mixed at a predetermined mixing ratio is generated, and control is performed so as to follow this complex path. As a result, it is possible to suppress a change in the behavior of the own vehicle due to switching between the follow-up travel control for the traveling lane and the follow-up travel control for the preceding vehicle, and stable travel control can be realized.

Further, the curvature component and the yaw angle component of the composite route are mixed with the component based on the lane information and the component based on the information of the preceding vehicle, and the lateral position component of the composite route is a component based only on the traveling lane information. By doing so, even if the preceding vehicle is traveling at an offset from the center position of the lane, it is possible to suppress the deviation of the own vehicle from the center of the lane .

10 Travel control system 20 External environment recognition device 100 Travel control device 101 Congestion status detection unit 102 White line type detection unit 103 Target route generation unit 103a White line route generation unit 103b Preceding vehicle route generation unit 103c Combined route generation unit 104 Control unit K1, K2 , K3 coefficient (mixing ratio)

Claims (5)

A vehicle travel control device that recognizes the traveling lane of the own vehicle and the preceding vehicle in front of the own vehicle and generates a target route to be followed by the own vehicle.
A lane route generation unit that generates the target route as a route based on the traveling lane,
A preceding vehicle route generation unit that generates the target route as a route based on the traveling locus of the preceding vehicle,
In the situation where the preceding vehicle is recognized , the traveling lane can be recognized and the traveling lane cannot be recognized alternately for each recognition processing of the traveling lane and the preceding vehicle to stabilize the traveling lane. When a condition that cannot be recognized is satisfied, the target route is generated as a composite route in which the route component of the route based on the traveling lane and the route component of the route based on the traveling locus of the preceding vehicle are mixed at a predetermined mixing ratio. A vehicle travel control device including a compound route generation unit. The path component of the target path is composed of a curvature component of the target path, an angle component between the own vehicle and the target path, and a lateral position component between the own vehicle and the target path. ,
The composite route generation unit uses the curvature component of the composite route as a component obtained by mixing the curvature component of the route based on the traveling lane and the curvature component of the route based on the traveling locus of the preceding vehicle, and the composite route. The angular component of the above is a mixture of the angle component of the route based on the traveling lane and the angle component of the route based on the traveling locus of the preceding vehicle, and the lateral position component of the composite route is the said. The vehicle travel control device according to claim 1, wherein the lateral position component of the route based on the travel lane is used. The traveling of the vehicle according to claim 1 or 2, wherein when the condition for generating the composite route is satisfied, the mixing ratio of the route components in the composite route is changed with a predetermined time constant. Control device. Claims 1 to 1, wherein the condition for generating the compound route is a condition according to a traffic jam condition of a road on which the own vehicle travels and a type of a white line forming the traveling lane of the road. The vehicle travel control device according to any one of 3. The traveling of the vehicle according to any one of claims 1 to 4, wherein the mixing ratio of the route components in the composite route is set according to the inter-vehicle distance between the own vehicle and the preceding vehicle. Control device.

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