JP6948202B2 - Vehicle travel control device - Google Patents

Description

The present invention relates to a vehicle travel control device that controls traveling following a target route on which the own vehicle travels.

In vehicles such as automobiles, the driving lane of the own vehicle and the preceding vehicle in front of the own vehicle are detected by a camera, radar, etc., the distance between the vehicle and the preceding vehicle is controlled to an appropriate distance, and the own vehicle is in the center position of the lane or ahead. A follow-up travel control technique that controls the vehicle to travel along a target route with the center position of the vehicle as a locus has been put into practical use. A travel control device for a vehicle that performs follow-up travel control is disclosed in, for example, Japanese Patent Application Laid-Open No. 2017-13586.

Japanese Patent Application Laid-Open No. 2017-13586 describes the vehicle width direction of the own vehicle in the traveling lane based on the information of the driver's steering wheel operation when the traveling lane of the own vehicle cannot be recognized by a camera or the like during the follow-up driving control. A technique for calculating the position of is disclosed.

Japanese Unexamined Patent Publication No. 2017-13586

According to the technology disclosed in Japanese Patent Application Laid-Open No. 2017-13586, when the preceding vehicle is traveling in one direction from the center of the driving lane in the vehicle width direction, the own vehicle is also operated until the driver operates the vehicle. As with the preceding vehicle, the vehicle travels in one direction from the center of the driving lane in the vehicle width direction. It is preferable that the driver saves labor during the follow-up travel control by the vehicle travel control device.

The present invention solves the above-mentioned problems, and provides a vehicle travel control device capable of maintaining the own vehicle in the center of the traveling lane when traveling following the traveling locus of the preceding vehicle. The purpose.

The vehicle travel control device of one aspect of the present invention is a vehicle travel control device that generates a target route on which the own vehicle travels and controls the follow-up travel to the target route, and obtains the positioning result of the own vehicle. A positioning device that outputs, a map information processing device that outputs road shape data indicating the shape of the traveling lane of the own vehicle, and a relative position of a preceding vehicle traveling in front of the own vehicle on the traveling lane with respect to the own vehicle. The external environment recognition device that recognizes the above, the entrance coordinates of the curve of the traveling lane acquired from the road shape data, and the preceding vehicle acquired from the positioning result and the relative position of the preceding vehicle correspond to the curve. The amount of error in the front-rear direction of the own vehicle in the positioning result is calculated from the comparison of the turning start coordinates that start turning, the radius of curvature of the curve of the traveling lane obtained from the road shape data, and the own vehicle. It is provided with a positioning error information calculation unit that calculates an error amount in the vehicle width direction of the own vehicle in the positioning result from a comparison between the vehicle speed and the turning radius of the own vehicle calculated from the yaw rate.

According to the present invention, it is possible to provide a vehicle travel control device capable of maintaining the own vehicle in the center of the traveling lane when traveling following the traveling locus of the preceding vehicle.

It is a block diagram of a travel control system. It is a flowchart which shows the operation of the positioning error information calculation unit. It is a flowchart of the back-and-forth direction error information calculation process. It is a flowchart of the vehicle width direction error information calculation processing.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In each of the drawings used in the following description, the scale is different for each component in order to make each component recognizable in the drawings. It is not limited only to the number of components, the shape of the components, the size ratio of the components, and the relative positional relationship of each component described in.

In FIG. 1, reference numeral 1 is a travel control system for a vehicle such as an automobile, which implements travel control including autonomous automatic driving of the vehicle. The travel control system 1 is centered on the travel control device 100, and includes an external environment recognition device 10, a positioning device 20, a map information processing device 30, an engine control device 40, a transmission control device 50, a brake control device 60, and a steering control device. The 70, the alarm control device 80, and the like are connected to each other via a communication bus 150 forming an in-vehicle network.

Although not shown, the vehicle is provided with a state quantity detecting device that detects a state quantity such as the vehicle speed and yaw rate of the vehicle. The state quantity detector includes at least a vehicle speed sensor, an acceleration sensor, a yaw rate sensor and a steering angle sensor. Since these sensors are known techniques, detailed description thereof will be omitted.

The external environment recognition device 10 uses in-vehicle camera unit 11, detection information of objects around the own vehicle by various devices such as radar devices 12 such as millimeter wave radar and laser radar, and infrastructure communication such as road-to-vehicle communication and vehicle-to-vehicle communication. The external environment around the own vehicle is recognized from the acquired traffic information, the position information of the own vehicle positioned by the positioning device 20 such as GNSS, the map information from the map information processing device 30, and the like.

Hereinafter, as the external environment recognition process in the external environment recognition device 10, a process of processing an image captured by the camera unit 11 to recognize the external environment will be mainly described. The camera unit 11 is, for example, a stereo camera composed of two cameras that image the same object from different viewpoints, and is composed of a shutter-synchronized camera having an image sensor such as a CCD or CMOS. The camera unit 11 is configured by, for example, two cameras arranged on the left and right in the vehicle width direction with a predetermined baseline length in the vicinity of the rear-view mirror inside the front window in the upper part of the vehicle interior.

For the pair of left and right images captured by the camera unit 11 as a stereo camera, for example, the pixel shift amount (misparity) of the corresponding position of the left and right images is obtained by stereo matching processing, and the pixel shift amount is converted into brightness data or the like. A range image is generated. Based on the principle of triangular survey, the points on this distance image are points in real space with the vehicle width direction, that is, the left-right direction as the X-axis, the vehicle height direction as the Y-axis, and the vehicle length direction, that is, the front-rear direction as the Z-axis. The coordinates are converted to, 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 three-dimensionally recognized.

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 the linear components obtained by the Hough transform are connected, or a model approximated by a curve such as a quadratic equation can be used.

The positioning device 20 mainly performs positioning by satellite navigation that positions its own vehicle based on signals from a plurality of satellites, and is affected by multipath due to the capture state of signals (radio waves) from satellites and the reflection of radio waves. When the positioning accuracy deteriorates, positioning is performed by autonomous navigation in which the self-position is positioned based on the orientation and moving distance of the own vehicle. The positioning device 20 may be integrally provided with a communication unit that acquires traffic information by infrastructure communication such as road-to-vehicle communication and vehicle-to-vehicle communication.

In positioning by satellite navigation, for example, a signal including information on the orbit and time transmitted from a plurality of navigation satellites such as a GNSS satellite is received, and the self-position of the own vehicle is set to a three-dimensional absolute position based on the received signal. Positioning as. In addition, positioning by autonomous navigation is relative to the calculated position (own vehicle position) based on the traveling direction of the own vehicle detected by the directional sensor and the moving distance of the own vehicle calculated from the vehicle speed pulse output from the vehicle speed sensor. Position your vehicle's position as a change.

The map information processing device 30 includes a map database DB, and identifies and outputs the position of the map database DB on the map data from the position data of the own vehicle positioned by the positioning device 20. In the map database DB, for example, map data for navigation, which is mainly referred to when displaying the route guidance of vehicle traveling and the current position of the vehicle, and driving support control including automatic driving, which is more detailed than this map data, are stored. The map data for driving control that is referred to when performing the operation is retained.

In the map data for navigation, the previous node and the next node are linked to the current node via links, and information on traffic lights, road signs, buildings, etc. is stored in each link. ing. On the other hand, the high-definition map data for travel control has a plurality of data points between one node and the next node. In this data point, road shape data such as the curvature of the road on which the own vehicle travels, lane width, road shoulder width, and driving control data such as road azimuth angle, road white line type, number of lanes, etc. are used as data reliability. It is retained together with attribute data such as the date of data update.

The map information processing device 30 collates the positioning result of the position of the own vehicle with the map data, and presents the travel route guidance and traffic information based on the collation result to the driver via a display device (not shown). Further, the map information processing device 30 communicates road shape data such as the curvature, lane width, and road shoulder width of the road on which the own vehicle travels, and map information for driving control such as road azimuth angle, road white line type, and number of lanes. It is transmitted via the bus 150. The map information for travel control is mainly transmitted to the travel control device 100, but is also transmitted to other control devices as needed.

Further, the map information processing apparatus 30 performs maintenance and management of the map database DB, tests nodes, links, and data points of the map database DB to always maintain the latest state, and also covers an area where no data exists in the database. Also create and add new data to build a more detailed database. The data update of the map database DB and the addition of new data are performed by collating the position data positioned by the positioning device 20 with the data stored in the map database DB.

The engine control device 40 controls the operating state of the engine (not shown) based on signals from various sensors that detect the operating state of the engine 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 for valve opening control and the like.

The transmission control device 50 supplies the oil pressure to the automatic transmission (not shown) based on signals from sensors that detect the shift position, vehicle speed, etc. and various control information transmitted via the 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. do. Further, 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 an electric power steering device that changes the steering angle of the vehicle by the output of the electric actuator. The steering control device 70 changes the steering angle of the vehicle based on the steering angle change instruction value output from the steering control unit 105, which will be described later.

For example, the steering torque by an electric power steering motor (not shown) provided in the steering system is controlled based on the vehicle speed, the steering torque of the driver, the steering angle, the yaw rate, and other vehicle information.

The alarm control device 80 is a device that generates an alarm when an abnormality occurs in various devices of the vehicle. For example, a visual output of a monitor, a display, an alarm lamp, or the like, and an auditory output of a speaker, a buzzer, or the like. Warning / notification is given using at least one of. In addition, when the driving support control including automatic driving is suspended by the driver's operation, the current driving state is notified to the driver.

Next, the travel control device 100, which is the core of the travel control system 1, will be described. The travel control device 100 includes a computer in which a CPU, a ROM, a RAM, an input / output device, and the like are connected to a bus.

The travel control device 100 generates a target route on which the own vehicle travels based on the recognition result of the external environment by the external environment recognition device 10, the own vehicle position information and the traffic information from the positioning device 20 and the map information processing device 30. , The traveling control is executed via the engine control device 40, the transmission control device 50, the brake control device 60, and the steering control device 70 so as to follow the traveling along the target path.

The travel control device 100 includes a positioning error information calculation unit 101, a positioning result correction unit 102, a target route calculation unit 103, and a follow-up travel control unit 104 as functional units related to follow-up travel control to the target route. These configurations included in the travel control device 100 may be implemented as separate hardware for executing individual functions, or software so that the individual functions are achieved by executing a predetermined program by the CPU. May be implemented as a target.

The positioning error information calculation unit 101 calculates the positioning error information E, which is the information of the error (deviation amount) of the positioning result of the own vehicle obtained by using the GNSS or the like, which is output from the positioning device 20.

The positioning error information E calculated by the positioning error information calculation unit 101 includes the front-rear direction error information Ez, which is information on the error of the positioning result by the positioning device 20 in the front-rear direction (Z-axis) of the own vehicle, and the vehicle width of the own vehicle. Includes vehicle width direction error information Dx, which is information on the error of the positioning result by the positioning device 20 for the direction (X-axis).

FIG. 2 is a flowchart of the calculation process of the positioning error information E by the positioning error information calculation unit 101. The calculation process of the positioning error information E by the positioning error information calculation unit 101 is repeatedly executed at a predetermined time interval at least when the following traveling control is executed by the traveling control device 100. The calculation process of the positioning error information E may be performed not only when the follow-up travel control is executed but also when the own vehicle is manually operated, for example.

In the calculation process of the positioning error information E, first, in step S10, the positioning error information calculation unit 101 acquires the road shape data around the own vehicle from the map information processing device 30 based on the positioning result of the own vehicle by the positioning device 20. .. Then, in step S11, the positioning error information calculation unit 101 estimates the traveling lane, which is the lane in which the own vehicle is traveling, based on the positioning result of the own vehicle and the road shape data.

Next, in step S12, the positioning error information calculation unit 101 determines whether or not there is a preceding vehicle traveling ahead of the own vehicle in the traveling lane of the own vehicle based on the recognition result by the external environment recognition device 10. To judge.

If it is determined in the determination in step S12 that the preceding vehicle does not exist, the positioning error information calculation unit 101 ends the calculation process of the positioning error information E.

On the other hand, if it is determined in the determination of step S12 that the preceding vehicle exists, the positioning error information calculation unit 101 shifts to step S13. In step S13, the positioning error information calculation unit 101 determines whether or not both the own vehicle and the preceding vehicle are traveling on a straight road. In step S13, the positioning error information calculation unit 101 makes a determination based on the road shape data, the positioning result of the own vehicle, and the position information of the preceding vehicle calculated by the external environment recognition device 10.

If it is determined in step S13 that both the own vehicle and the preceding vehicle are traveling on a straight road, the positioning error information calculation unit 101 proceeds to step S14 and executes the front-rear direction error information calculation process. do. The front-back direction error information calculation process in step S14 is a process for calculating the front-back direction error information Ez.

FIG. 3 is a flowchart of the front-back direction error information calculation process executed by the positioning error information calculation unit 101. In the front-rear direction error information calculation process, first, in step S100, the positioning error information calculation unit 101 starts acquiring the positioning result of the own vehicle by the positioning device 20. The positioning result includes information on the latitude Lat0, the longitude Lon0, and the traveling direction θ0 of the own vehicle.

Next, in step S110, the positioning error information calculation unit 101 starts acquiring the road shape data of the traveling lane from the map information processing device 30. The road shape data includes information up to a point in which the own vehicle is traveling and is farther than the preceding vehicle.

Then, in step S120, the positioning error information calculation unit 101 starts acquiring the relative position of the preceding vehicle recognized by the external environment recognition device 10 with respect to the own vehicle. The relative positions of the preceding vehicle with respect to the own vehicle include the preceding vehicle lateral position X1, which is the relative position of the preceding vehicle in the vehicle width direction (X-axis) of the own vehicle, and the relative position of the preceding vehicle in the front-rear direction (Z-axis) of the own vehicle. Information on the front-rear position Z1 of the preceding vehicle is included.

The order in which steps S100, S110, and S120 are executed is not particularly limited, and these may be executed at the same time.

During the execution of the subsequent processing, the positioning result (Lat0, Lon0) of the own vehicle, the road shape data, and the relative position (X1, Z1) of the preceding vehicle are constantly updated.

Next, in step S130, the positioning error information calculation unit 101 detects the curve entrance coordinates, which are the start points of the curve in the traveling lane, from the road shape data. When the step S130 is executed, the traveling lane in which the own vehicle and the preceding vehicle travel is a straight road. In step S130, the positioning error information calculation unit 101 detects the coordinates closest to the own vehicle among the coordinates at which the traveling lane changes from a straight line to a curved line as the curve entrance coordinates. The curve entrance coordinates are composed of information on latitude Lac and longitude Lonc.

In step S140, the positioning error information calculation unit 101 waits until the preceding vehicle approaches the curve entrance coordinates (Latch, Lonc) by a predetermined distance. Here, the latitude / longitude (Lat1, Lon1) of the preceding vehicle is calculated from the positioning result (Lat0, Lon0) of the own vehicle and the relative position (X1, Z1) of the preceding vehicle.

If the preceding vehicle deviates from the traveling lane of the own vehicle during the execution of steps S100 to S140, the positioning error information calculation unit 101 abnormally ends the front-rear direction error information calculation process. When the front-back direction error information calculation process ends abnormally, the front-back direction error information Ez becomes a value indicating the abnormal end.

When the preceding vehicle approaches the curve entrance coordinates, the positioning error information calculation unit 101 shifts to step S150. In step S150, the positioning error information calculation unit 101 waits until the relative movement of the preceding vehicle with respect to the own vehicle in the vehicle width direction is detected. The relative movement of the preceding vehicle in the vehicle width direction with respect to the own vehicle is detected by monitoring the change in the relative position X1 of the preceding vehicle in the vehicle width direction. When the relative movement of the preceding vehicle in the vehicle width direction with respect to the own vehicle is detected, the positioning error information calculation unit 101 shifts to step S160.

Here, at the start of step S150, both the own vehicle and the preceding vehicle are traveling in a straight traveling lane, and the preceding vehicle is traveling in the vicinity of the curve entrance coordinates. In this case, the time when the relative position X1 in the vehicle width direction of the preceding vehicle starts to change can be interpreted as the time when the preceding vehicle starts turning according to the curve shape.

In order to determine YES in step S150, a condition may be added that the direction in which the relative position X1 in the vehicle width direction of the preceding vehicle changes coincides with the bending direction of the curve.

In step S160, the positioning error information calculation unit 101 detects the relative movement of the preceding vehicle in the vehicle width direction in step S150, and the preceding vehicle turning start coordinates (Lat1c, Lon1c) which are information on the latitude and longitude of the preceding vehicle. ) Information is acquired. The preceding vehicle turning start coordinates (Lat1c, Lon1c) are calculated from the positioning result (Lat0, Lon0) of the own vehicle at the time when the relative movement of the preceding vehicle in the vehicle width direction is detected and the relative position (X1, Z1) of the preceding vehicle. Will be done.

Next, in step S170, the positioning error information calculation unit 101 compares the preceding vehicle turning start coordinates (Lat1c, Lon1c) with the curve entrance coordinates (Latc, Lonc). The preceding vehicle turning start coordinates (Lat1c, Lon1c) and the curve entrance coordinates (Latc, Lonc) ideally match.

However, the preceding vehicle turning start coordinates (Lat1c, Lon1c) include a measurement error. As described above, the preceding vehicle turning start coordinates (Lat1c, Lon1c) are based on the positioning result of the own vehicle by the positioning device 20 using GNSS or the like and the relative position of the preceding vehicle by the external environment recognition device 10 provided in the own vehicle. It is a coordinate determined by. Here, when the measurement error of the external environment recognition device 10 is sufficiently smaller than the positioning error of the positioning device, the measurement error at the preceding vehicle turning start coordinates (Lat1c, Lon1c) is the positioning error of the positioning device 20. Can be regarded as.

Therefore, in step S170, the first deviation amount (ΔLat1, ΔLon) of the latitude and longitude between the two in comparison with the preceding vehicle turning start coordinates (Lat1c, Lon1c) and the curve entrance coordinates (Latc, Lonc) is determined. It can be said that this is a positioning error of the positioning device 20.

Therefore, in step S180, the positioning error information calculation unit 101 calculates the anteroposterior error information Ez based on the first deviation amount (ΔLat1, ΔLon). That is, the positioning error information calculation unit 101 converts the first deviation amount (ΔLat1, ΔLon) represented by the coordinates of latitude and longitude into the XZ coordinates fixed to the own vehicle using the traveling direction θ0. The longitudinal component (Z-axis component) of the first deviation amount on the XZ coordinates is determined as the longitudinal error information Ez.

Here, the reason why the vehicle width direction component (X-axis component) of the first deviation amount on the XZ coordinates is not included in the positioning error information E is that the preceding vehicle is not necessarily along the center of the traveling lane (road shape data). This is because it is not always running. If the preceding vehicle travels at a position biased to one side in the vehicle width direction from the center of the traveling lane, the vehicle width direction component of the first deviation amount on the XZ coordinates changes according to this deviation. Therefore, when the external environment recognition device 10 cannot recognize the deviation of the preceding vehicle from the center of the traveling lane in the vehicle width direction, the vehicle width direction component of the first deviation amount on the XZ coordinates is the positioning error information. It is preferable not to include it in E.

Then, returning to the flowchart of FIG. 2, in step S15, the positioning error information calculation unit 101 uses the front-rear direction error information Ez calculated in step S180 at the time when the information is calculated and the traveling direction θ of the own vehicle at that time. Remember with.

On the other hand, if it is determined in the determination of step S13 described above that neither the own vehicle nor the preceding vehicle is traveling on the straight road, the positioning error information calculation unit 101 shifts to step S20.

In step S20, the positioning error information calculation unit 101 determines whether or not the own vehicle is making a steady turn on the constant curvature path. The constant curvature path is a section in which the curvature of the curve is constant. Further, the steady turning means a case where the vehicle speed of the own vehicle is constant and the vehicle is turning with a constant turning radius.

The positioning error information calculation unit 101 determines whether or not the traveling lane in which the own vehicle is traveling is a constant curvature road based on the positioning result of the own vehicle and the road shape data. Further, the positioning error information calculation unit 101 determines whether or not the vehicle is in a steady turn based on the vehicle speed and yaw rate of the own vehicle.

In step S20, the positioning error information calculation unit 101 determines whether the own vehicle is making a steady turn when there is no change in the relative positions (X1, Z1) of the preceding vehicle recognized by the external environment recognition device 10. It is also possible to determine whether or not.

If it is determined in step S20 that the own vehicle is not making a steady turn on the constant curvature path, the positioning error information calculation unit 101 ends the calculation process of the positioning error information E.

On the other hand, if it is determined in step S20 that the own vehicle is making a steady turn on the constant curvature road, the positioning error information calculation unit 101 proceeds to step S21 and executes the vehicle width direction error information calculation process. The vehicle width direction error information calculation process in step S21 is a process of calculating the vehicle width direction error information Ex.

FIG. 4 is a flowchart of the vehicle width direction error information calculation process executed by the positioning error information calculation unit 101. In the vehicle width direction error information calculation process, first, in step S300, the positioning error information calculation unit 101 acquires the radius of curvature Rm of the constant curvature road from the road shape data.

Next, in step S310, the positioning error information calculation unit 101 calculates the turning radius R0 of the own vehicle based on the vehicle speed and the yaw rate of the own vehicle.

Next, in step S320, the positioning error information calculation unit 101 calculates the difference between the radius of curvature Rm and the turning radius R0 of the own vehicle. Then, in step S330, the positioning error information calculation unit 101 calculates the vehicle width direction error information Ex based on the difference between the radius of curvature Rm and the turning radius R0 of the own vehicle.

When the own vehicle is following the preceding vehicle and the own vehicle is traveling along the center of the driving lane (road shape data), the values of the radius of curvature Rm and the turning radius R0 of the own vehicle are ideal. Matches. However, the preceding vehicle does not always travel along the center of the driving lane (road shape data), and the positioning result (Lat0, Lon0) of the own vehicle also contains an error, so that the own vehicle There is also low certainty that the vehicle is traveling along the center of the driving lane (road shape data). This becomes particularly remarkable when it is difficult for the external environment recognition device 10 to recognize the traveling lane due to the influence of snow cover or the like.

Therefore, in step S330, the positioning error information calculation unit 101 of the present embodiment sets the second deviation amount ΔR, which is the difference between the radius of curvature Rm and the turning radius R0 of the own vehicle, in the positioning result (Lat0, Lon0) of the own vehicle. It is calculated as the amount of error in the vehicle width direction (vehicle width direction error information Ex).

Then, returning to the flowchart of FIG. 2, in step S22, the positioning error information calculation unit 101 uses the vehicle width direction error information Ex calculated in step S330 at the time when the information is calculated and the traveling direction of the own vehicle at the time. Store with θ.

The positioning result correction unit 102 corrects the positioning result by the positioning device 20 based on the positioning error information E calculated by the positioning error information calculation unit 101 described above and the current traveling direction θ of the own vehicle. For example, the positioning result correction unit 102 uses the positioning error information E calculated when the current traveling direction θ of the own vehicle is within a predetermined angle range during a predetermined period in the past to obtain the error. Correct the positioning result so that it will be resolved.

The target route generation unit 103 calculates the locus of the target point to be followed by the own vehicle based on the recognition result of the external environment by the external environment recognition device 10 and the road shape data, and targets the locus of the target point. Set as a route.

The travel control unit 104 controls the engine control device 40, the transmission control device 50, the brake control device 60, and the steering control device 70 so that the own vehicle travels along the target route generated by the target route generation unit 103. I do. The travel control unit 104 performs follow-up travel control using the recognition result of the external environment by the external environment recognition device 10, the road shape data, and the positioning result of the own vehicle corrected by the positioning result correction unit 102.

As described above, the positioning error information calculation unit 101 included in the vehicle travel control device 100 of the present embodiment includes the curve entrance coordinates (Latch, Lonc) of the traveling lane acquired from the road shape data, and the positioning result (positioning result (Latch, Lonc)). The front-rear direction error information Ez in the positioning result is calculated from the comparison of the preceding vehicle turning start coordinates (Lat1c, Lon1c) acquired from the relative positions (X1, Z1) of the preceding vehicle (Lat0, Lon0). Further, the positioning error information calculation unit 101 included in the vehicle travel control device 100 of the present embodiment calculates the radius of curvature Rc of the curve of the traveling lane acquired from the road shape data, and the vehicle speed and yaw rate of the own vehicle. The vehicle width direction error information Ex in the positioning result is calculated from the comparison of the turning radius R0 of the vehicle.

Then, the travel control device 100 corrects the error of the positioning result by using the front-rear direction error information Ez and the vehicle width direction error information Ex calculated by the positioning error information calculation unit 101. Therefore, the travel control device 100 of the present embodiment detects the position of the own vehicle with high accuracy based on the positioning result by the positioning device 20 and the recognition result of the relative position of the preceding vehicle by the external environment recognition device 10. Can be done. Due to this highly accurate position detection of the own vehicle, the travel control device 100 of the present embodiment can be used in the vehicle width direction of the own vehicle in the traveling lane even when the traveling lane cannot be recognized by the external environment recognition device. It becomes possible to detect the bias of.

Therefore, according to the vehicle travel control device 100 of the present embodiment, when the follow-up travel control for traveling following the travel locus of the preceding vehicle is executed, the own vehicle is automatically moved to the travel lane regardless of the behavior of the preceding vehicle. Can be maintained in the center of.

The present invention is not limited to the above-described embodiment, and can be appropriately changed within the scope of the claims and within the range not contrary to the gist or idea of the invention that can be read from the entire specification, and the traveling control of the vehicle accompanied by such a change. The device is also included in the technical scope of the present invention.

1 Driving control system,
10 External environment recognition device,
20 Positioning device,
30 Map information processing device,
40 engine controller,
50 transmission controller,
60 Brake control device,
70 Steering control device,
80 alarm control device,
100 Vehicle travel control device,
101 Positioning error information calculation unit,
102 Positioning result correction unit,
103 Target route calculation unit,
104 Follow-up running control unit.

Claims (1)

A vehicle travel control device that generates a target route on which the own vehicle travels and controls follow-up travel to the target route.
A positioning device that outputs the positioning result of the own vehicle and
A map information processing device that outputs road shape data indicating the shape of the traveling lane of the own vehicle, and
An external environment recognition device that recognizes the relative position of the preceding vehicle traveling in front of the own vehicle on the traveling lane with respect to the own vehicle.
The entrance coordinates of the curve of the traveling lane acquired from the road shape data, and the turning start coordinates of the preceding vehicle acquired from the positioning result and the relative position of the preceding vehicle to start turning corresponding to the curve. The amount of error in the front-rear direction of the own vehicle in the positioning result is calculated from the comparison of the above, and the radius of curvature of the curve of the traveling lane acquired from the road shape data, and the vehicle speed and yaw rate of the own vehicle are calculated. A positioning error information calculation unit that calculates the amount of error in the vehicle width direction of the own vehicle in the positioning result from the comparison of the turning radius of the own vehicle, and
A vehicle travel control device comprising.

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