JP7297006B2 - vehicle controller - Google Patents

Description

The present application relates to a vehicle control device.

In a vehicle, a vehicle control device using automatic driving technology has been proposed so that the driver can drive more comfortably and reliably. Various problems exist in vehicle control devices. For example, with regard to traveling on a main road for automobiles and a branch road branching off from the main road, there is a problem in controlling the speed of the vehicle when proceeding to the branch road.

Branch roads often branch off from the main road and have a curved shape. A vehicle control device has been proposed that, when traveling on a curvilinear diversion road, decelerates to a speed corresponding to the radius of curvature of the diversion road before entering the diversion road. (For example, Patent Document 1)

JP 2011-25862 A

In general, the shape of the road in the post-division section varies depending on the location, and may be curved or straight. In Patent Literature 1, the vehicle is accelerated or decelerated to a speed corresponding to the radius of curvature of the road in the post-division section. Therefore, if the shape of the road in the post-dividing section is not a curve but a straight line, it may be determined that acceleration/deceleration is unnecessary, and the vehicle may not accelerate/decelerate even if it is required.

SUMMARY OF THE INVENTION An object of the present application is to provide a vehicle control device that reliably accelerates or decelerates a vehicle in a situation where acceleration or deceleration is required, regardless of the shape of the road in the post-dividing section after the road is diverted from the main road.

The vehicle control device according to the present application is
a positioning unit that measures the current position of the vehicle;
a route generation unit that generates a route for the vehicle to travel;
a road section information acquisition unit that acquires road section information including the section type, road shape, radius of curvature, and section speed limit of the road section located ahead of the current position on the route generated by the route generation unit;
When the route generated by the route generation unit diverges from the main road, the section type of the road section is the section after diverting from the main road, and if the road shape is a straight line, the section speed limit is used as an input variable and the target speed is set. The target speed is calculated using the function as the output variable, and if the road shape is curved, the target speed is calculated using the function with the curvature speed limit and section speed limit based on the curvature radius as input variables and the target speed as the output variable. a target speed calculator for calculating,
A vehicle control unit that controls the vehicle according to the target speed,
The road section information acquisition unit obtains first road section information of a first road section located ahead of the current position on the route generated by the route generation unit, and second road section information located ahead of the first road section. get the second road segment information of the road segment of
The target speed calculation unit calculates a target speed based on the first road section information, calculates target speed preparation information based on the second road section information, and calculates the target speed preparation information based on the second road section information. If the section type is a section after a branch from the main line and deceleration is required, an instruction to shift down the gear stage in advance and prepare to increase the braking force by the engine brake when deceleration is required. and
The vehicle control unit controls the vehicle according to the target speed and the target speed preparation information.

According to the vehicle control device according to the present application, when the road shape in the post-dividing section is straight, the speed limit is set as the target speed, and when the road shape in the post-dividing section is curved, the speed is adjusted according to the radius of curvature in addition to the speed limit. can be set as the target speed and accelerated/decelerated. As a result, the vehicle can be reliably accelerated or decelerated in a situation that requires acceleration or deceleration regardless of the shape of the road in the post-dividing section.

1 is a configuration diagram of a vehicle control device according to Embodiment 1; FIG. 2 is a hardware configuration diagram of a vehicle control device according to Embodiment 1; FIG. 4 is a flowchart showing processing of the vehicle control device according to Embodiment 1; 4 is a diagram showing a first example of road segment information of the vehicle control device according to Embodiment 1; FIG. FIG. 5 is a diagram showing a second example of road segment information of the vehicle control device according to Embodiment 1; 4 is a first flowchart showing target speed calculation processing of the vehicle control device according to Embodiment 1; FIG. 9 is a diagram showing a third example of road segment information of the vehicle control device according to Embodiment 1; FIG. 10 is a diagram showing a fourth example of road segment information of the vehicle control device according to Embodiment 1; FIG. 10 is a diagram showing a fifth example of road section information of the vehicle control device according to Embodiment 1; FIG. 10 is a diagram showing a sixth example of road segment information of the vehicle control device according to Embodiment 1; FIG. 10 is a diagram showing a seventh example of road segment information of the vehicle control device according to Embodiment 1; 7 is a second flowchart showing target speed calculation processing of the vehicle control device according to Embodiment 1; FIG. 10 is a diagram showing an eighth example of road segment information of the vehicle control device according to Embodiment 1; FIG. 2 is a configuration diagram of a vehicle control device according to Embodiment 2; FIG.

Hereinafter, embodiments of the present application will be described with reference to the drawings.

1. Embodiment 1
<Configuration of Vehicle Control Device>
FIG. 1 is a configuration diagram of a vehicle control device 1 according to Embodiment 1. As shown in FIG. The vehicle control device 1 calculates a target speed based on various types of input information and outputs control commands to each device to control the vehicle. The vehicle 101 is thereby controlled. (Vehicle 101 is not shown in FIG. 1)

<Input information>

The vehicle control device 1 includes a vehicle speed sensor 16, a gyro sensor 11, a steering angle sensor 14, a steering torque sensor 15, an acceleration sensor 18, a front camera 12, a peripheral radar 13, a LiDAR (Light Detection and Ranging) 17, a GNSS (Global Navigation Satellite System) sensor 9 and user interface 25 are connected.

The GNSS sensor 9 receives radio waves transmitted from positioning satellites with an antenna. Based on the signal Ig output from the GNSS sensor 9, the positioning unit 22 performs positioning calculations to obtain the vehicle's absolute position (ie, latitude, longitude and altitude), absolute heading, and their reliability.

In general, a GNSS sensor has a function of outputting positioning quality in a positioning mode or DOP (Dilution of Precision) which is the degree of influence of satellite placement on positioning accuracy. Therefore, normally, the satellite positioning reliability of the output information is calculated based on the DOP.

The vehicle state quantity sensor 27 is a general term for sensors indicating vehicle states, such as the vehicle speed sensor 16, the gyro sensor 11, the steering angle sensor 14, and the acceleration sensor 18. FIG. The vehicle state quantity sensor 27 detects the vehicle state quantity Ic of the own vehicle, and the positioning unit 22 acquires the vehicle state quantity Ic. The vehicle state quantity Ic is used by the positioning unit 22 to calculate the vehicle position.

Vehicle speed sensors 16 are installed on the front and rear wheels, respectively. The vehicle speed sensor 16 has a function of converting the output of a vehicle speed pulse sensor (not shown) that detects the amount of wheel rotation into the vehicle speed of the vehicle 101 .

A gyro sensor 11 detects the yaw rate of the vehicle 101 . The acceleration sensor 18 detects acceleration of the vehicle 101 .

The environmental information sensor 26 is a general term for sensors that detect the external environment, such as the front camera 12, the peripheral radar 13, and the LiDAR 17. The environment information sensor 26 conveys the environment information Ie to the positioning unit 22 . The environmental information Ie is used to detect the distance from the vehicle to the lane markings and the distance from the vehicle to ground objects such as sidewalls and guardrails. The positioning unit 22 can detect the vehicle position from the environmental information Ie.

The front camera 12 is installed at a position where the lane markings in front of the vehicle can be detected as an image. Then, the front camera 12 detects the front environment of the vehicle, such as lanes, based on the information of the image. The LiDAR 17 detects an object by scanning measurement using laser light. Along with the peripheral radar 13, it is possible to measure the shape, position, etc. of the outer wall around the road, guardrails, other vehicles, and structures along the road.

A user interface 25 is used by the driver to set the destination. It is also used when setting driving modes such as automatic driving mode, vehicle speed setting mode, and manual mode.

<Functions of Vehicle Control Device>
The positioning unit 22 has a function of positioning the own vehicle position from the output of the GNSS sensor 9 . The positioning unit 22 can also obtain the vehicle position from the outputs of the environment information sensor 26 and the vehicle state quantity sensor 27 . Of the vehicle positions obtained by these methods, highly reliable information can be used for control.

The route generator 20 guides the vehicle 101 to the destination set by the driver. The route generator 20 has a function of calculating an optimum travel route to a destination based on information Ii set by the driver through the user interface 25 . The route generator 20 can access the map data 21 recording road information on the travel route.

The road section information acquisition unit 10 acquires road section information from the route generation unit 20 . The road section information acquisition unit 10 acquires road section information including the section type, road shape, radius of curvature, and section speed limit of the road section located ahead of the current position on the route.

The target speed calculator 30 calculates the target speed using the road section information. The vehicle control unit 40 outputs a vehicle control signal according to the calculated target speed.

<Output of vehicle control device>
The vehicle control device 1 controls the vehicle 101 by controlling the propulsion device 61 , the steering device 62 , the braking device 63 and the transmission device 64 . A vehicle control unit 40 of the vehicle control device 1 controls a target vehicle speed in vehicle speed control and automatic driving.

The propulsion device 61 is a device that controls the running speed of the vehicle 101 by controlling the drive output of the engine and the electric motor. The steering device 62 can freely steer the steered wheels of the vehicle 101 by rotating the steering shaft with an electric motor. The braking device 63 can control deceleration and stopping of the vehicle by controlling the braking force of the brake of the vehicle 101 . The transmission 64 has a function of switching the transmission of the vehicle 101, and is a device that selects an optimum gear ratio and forward, reverse, and neutral gear positions.

<Hardware Configuration of Vehicle Control Device>
FIG. 2 is a hardware configuration diagram of the vehicle control device 1. As shown in FIG. The hardware configuration of FIG. 2 can also be applied to the vehicle control device 1a. The vehicle control device 1 will be described below as a representative. In this embodiment, the vehicle control device 1 is an electronic control device for realizing vehicle speed control and automatic driving of the vehicle 101 . Each function of the vehicle control device 1 is implemented by a processing circuit provided in the vehicle control device 1 . Specifically, the vehicle control device 1 includes, as processing circuits, an arithmetic processing unit 90 (computer) such as a CPU (Central Processing Unit), a storage device 91 that exchanges data with the arithmetic processing unit 90, and An input circuit 92 for inputting an external signal and an output circuit 93 for outputting a signal from the arithmetic processing unit 90 to the outside are provided.

As the arithmetic processing unit 90, an ASIC (Application Specific Integrated Circuit), an IC (Integrated Circuit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), various logic circuits, various signal processing circuits, and the like are provided. may Further, as the arithmetic processing unit 90, a plurality of units of the same type or different types may be provided, and each process may be shared and executed. As the storage device 91, a RAM (random access memory) configured so that data can be read and written from the arithmetic processing unit 90, a ROM (read only memory) configured so that data can be read from the arithmetic processing unit 90, and the like are provided. It is As the storage device 91, non-volatile or volatile semiconductor memory such as flash memory, EPROM, EEPROM, magnetic disk, flexible disk, optical disk, compact disk, mini disk, DVD, or the like may be used. The input circuit 92 receives various sensors including output signals from the vehicle speed sensor 16, the gyro sensor 11, the steering angle sensor 14, the steering torque sensor 15, the acceleration sensor 18, the front camera 12, the peripheral radar 13, the GNSS sensor 9, and the user interface 25. , switches, and communication lines are connected, and an A/D converter for inputting the output signals of these sensors and switches and communication information to the arithmetic processing unit 90, a communication circuit, and the like are provided. The output circuit 93 includes a drive circuit and the like for outputting control signals from the arithmetic processing unit 90 to the external propulsion device 61 , steering device 62 , braking device 63 and transmission device 64 . Further, the arithmetic processing unit 90 can communicate with external devices via the communication unit 99 .

Each function provided in the vehicle control device 1 is performed by the arithmetic processing unit 90 executing software (program) stored in a storage device 91 such as a ROM, and performing vehicle control of the storage device 91, an input circuit 92, an output circuit 93, and the like. It is realized by cooperating with other hardware of the device 1 . Setting data such as threshold values and determination values used by the vehicle control device 1 are stored in a storage device 91 such as a ROM as a part of software (program). Each function of the vehicle control device 1 may be configured by a software module, or may be configured by a combination of software and hardware.

<Control contents>
FIG. 3 is a flow chart showing processing of the vehicle control device 1 according to the first embodiment. The processing in FIG. 3 is executed at predetermined time intervals (for example, at intervals of 1 ms). The process may be executed in accordance with an external event such as the input of a vehicle speed sensor signal or the reception of data from the GNSS sensor instead of every predetermined time. Alternatively, the processing of FIG. 3 may be executed all the time.

The processing in FIG. 3 assumes that the destination is set, the route to the destination is generated by the route generation unit 20, and the vehicle 101 is running in automatic driving mode or automatic speed control mode. there is After the process is started, in step S100, the road section information acquisition unit 10 acquires road section information including the section type, road shape, radius of curvature, and section speed limit of the road section located ahead of the current position on the route of the vehicle 101. to get

Next, in step S101, the target speed calculator 30 calculates the target speed based on the road section information. In step S102, the vehicle control unit 40 controls the vehicle according to the target speed. After that, the process ends. Therefore, the vehicle control device 1 calculates and controls the current target speed of the vehicle based on the road section information of the road section located ahead of the current position.

<Example of road division information>
FIG. 4 is a diagram showing a first example of road segment information of the vehicle control device 1 according to the first embodiment. FIG. 5 is a diagram showing a second example of road segment information.

4 and 5 illustrate road shapes output from the road section information acquisition unit 10. FIG. 4, 5, 7 to 11, 13, the demarcation lines on the road are indicated by black solid lines or broken lines. Demarcation lines are often indicated by white lines or yellow lines on actual roads.

In FIG. 4, 102 is a map section, which is a section delimited by a map section end 103 . A section end 103 is set at a place where there is a change in road shape (a tunnel entrance/exit point, a point where the total number of lanes increases or decreases, a point where the speed limit changes). A road section type, a radius of curvature, and a speed limit are set for the section 102 of the map. In FIG. 4, all the road section types are main road sections. At the point where the road branches off from the main line as shown in FIG. 5, the section 104 on the map is the main line section, the section 105 on the map is the branch section, and the section 106 on the map is the branch section.

<Target speed calculation process>
FIG. 6 is a first flowchart showing target speed calculation processing of the vehicle control device 1 according to the first embodiment. The processing in FIG. 6 is executed at predetermined time intervals (for example, at intervals of 1 ms). The process may be executed in accordance with an external event such as the input of a vehicle speed sensor signal or the reception of data from the GNSS sensor instead of every predetermined time. Alternatively, the processing of FIG. 6 may be executed all the time.

When the process is started, in step S201, the target speed calculation unit 30 determines whether the road shape of the post-division section is a curve based on the information of the road section information acquisition unit 10. FIG. If it is determined to be a curved line, the process proceeds to step S202. If it is determined not to be a curved line, the process proceeds to step S203.

In step S202, a curvature speed limit is obtained based on the speed limit and curvature radius set for each road section. Then, a target speed for acceleration/deceleration is calculated based on these. After that, the process ends.

In step S203, a target speed for acceleration/deceleration is calculated based on the speed limit set for each road section. After that, the process ends.

In this manner, the vehicle control device 1 according to Embodiment 1 performs the target speed calculation when the road section located ahead of the current position is the post-division section. If the road shape of the post-dividing section is straight, the speed limit is set as the target speed, and if the road shape of the post-dividing section is curved, the target speed is set according to the curvature radius in addition to the speed limit, and acceleration/deceleration is performed. By doing so, it is possible to reliably accelerate and decelerate in situations where acceleration and deceleration are required regardless of the shape of the road in the post-dividing section.

<Prefetching of road section information>
FIG. 7 is a diagram showing a third example of road segment information. FIG. 8 is a diagram showing a fourth example of road segment information. FIG. 9 is a diagram showing a fifth example of road segment information. FIG. 10 is a diagram showing a sixth example of road segment information. 7 to 10, the first road segment information of the first road segment located ahead of the current position on the route, and the second road segment information of the second road segment located further ahead of the first road segment A case of acquiring the road section information will be described.

As shown in FIG. 7, by acquiring the information of the section 108 located ahead of the section 107 of the map where the vehicle 101 exists and the information of the section 109 of the map two ahead where the vehicle 101 exists, the road shape can be calculated. It is possible to read ahead.

As shown in FIG. 8, if the section 108 immediately ahead where the vehicle 101 exists is the branch section, and the section 109 two points ahead where the vehicle 101 exists is the section after the branch, the section before the branch section is traveled. It is possible to acquire the information of the branched section and the information of the section after the branched section at the point of time, and to judge the acceleration and deceleration in advance based on the speed limit and the radius of curvature of the road.

The target speed calculator 30 calculates the target speed based on the first road section information, and calculates target speed preparation information based on the second road section information. Then, the vehicle control unit 40 controls the vehicle 101 according to the target speed and the target speed preparation information. As the target speed preparation information, when deceleration is required in the section two ahead ahead of the vehicle after the flow diverts, the gears are downshifted in advance so that the engine brake can be easily applied when deceleration becomes necessary. It may be an instruction to keep.

From the road section information acquired by the road section information acquiring unit 10, the distance 110 to the end of the section on the map where the vehicle 101 exists and the end of the next map section where the vehicle 101 exists, as shown in FIG. A distance 111 and a distance 112 to the end of the next map section where the vehicle 101 exists can be calculated. These distance information are repeatedly updated while the vehicle is running.

In FIG. 10, the distance 110 to the end of the map section where the vehicle 101 exists is the distance from the current position of the vehicle 101 to the branch section, and the distance 111 to the end of the next map section where the vehicle 101 exists is It is the distance from the current position of the vehicle 101 to the section after the branch. Therefore, it is possible to specify the distance to the branch section and the distance to the section after the branch.

The target speed calculation unit 30 calculates the target speed using a function in which the input variable is the distance from the current position to the start position of the road section located ahead of the current position on the route, and the target speed is the output variable. can be done. That is, the target speed can be calculated based on the section information of the road section ahead and the distance to that section. For example, by reducing the current target vehicle speed as the vehicle approaches a section requiring significant deceleration, it is possible to perform optimum speed control in accordance with the shape of the road and the speed limit.

By acquiring the information of the existing two sections ahead, the target is based on the section information of the road section ahead and the distance to that section, the section information of the road section ahead and the distance to that section Velocity can be calculated. This makes it possible to perform smooth speed control even if the allowable speed is different for each section.

<Correspondence to connection angle>
FIG. 11 is a diagram showing a seventh example of road segment information. As shown in FIG. 11, by determining the acceleration/deceleration based on the connection angle 116 calculated from the direction 114 of the post-division section and the direction 115 of the main line section with reference to the end point 113 of the diversion section, the connection angle after the diversion section Appropriate acceleration/deceleration can be performed accordingly. It is possible to change the correspondence between the case of connecting with the road in the post-dividing section at a gentle angle and the case of connecting with the road in the post-dividing section at a steep angle.

The target speed calculation unit 30 calculates the target speed of the section diverted from the main line using a function in which the connection angle of the section diverted from the main line and the section after diverted from the main line is used as an input variable and the target speed is an output variable. good too. This enables smooth speed control even if the connection angles of the sections are different.

In addition, the target speed calculation unit 30 uses a function in which the connection angle between the route of the section diverted from the main line and the route of the section after diverting from the main line is used as an input variable and the target speed is an output variable. may be calculated. This makes it possible to perform smooth speed control even if the connection angles of the sections on the left are different.

<Influence of Tunnel>
FIG. 12 is a second flowchart showing target speed calculation processing of the vehicle control device 1 according to the first embodiment. Here, the case where the branch section is inside the tunnel or immediately after the tunnel exit will be described. Inside the tunnel, it is difficult for the radio waves from the positioning satellite to reach, and the reception sensitivity of the GNSS sensor by the positioning satellite is lowered. Under such conditions, it becomes difficult to calculate the position of the vehicle using the positioning satellites.

Information on the entrance and exit of the tunnel is provided in the road section information, and the target speed calculation unit 30 determines whether or not the branch section is inside the tunnel or immediately after the tunnel exit. In step S100 of the flowchart of FIG. 3, the road section information acquisition unit 10 acquires the section type, road shape, radius of curvature, and section speed limit of the road section located ahead of the current position on the route of the vehicle 101, as well as the entrance of the tunnel, Get road segment information, including exit locations.

The processing in FIG. 12 is executed at predetermined time intervals (for example, at intervals of 1 ms). The process may be executed in accordance with an external event such as the input of a vehicle speed sensor signal or the reception of data from the GNSS sensor instead of every predetermined time. Alternatively, the processing of FIG. 12 may be executed all the time.

When the process of FIG. 12 is started, in step S204, the target speed calculation unit 30 determines whether or not the forward branch section is inside the tunnel or immediately after the tunnel. Whether or not it is right after the tunnel is when the distance from the end of the tunnel to the start position of the branch section is smaller than the predetermined distance l after the tunnel.

If it is determined that the branch section is inside the tunnel or immediately after the tunnel, the process proceeds to step S205. If it is not determined to be inside the tunnel or immediately after the tunnel, the process proceeds to step S206.

At step S205, the target speed calculator 30 stops calculating the target speed. Stopping the calculation of the target speed leads to canceling automatic speed control or automatic operation, and switching to manual operation. After that, the process ends.

At step S206, the target speed calculator 30 continues to calculate the target speed. In this case, the vehicle control device 1 continues automatic speed control or automatic driving. After that, the process ends.

In this manner, the vehicle control device 1 according to Embodiment 1 can determine whether or not the flow dividing section is inside the tunnel or immediately after the tunnel exit. , switch to manual operation. If it is determined that the branch section is not inside the tunnel or immediately after the tunnel, automatic speed control or automatic operation will continue. In this way, even in situations where the positioning satellite positioning status continues to be poor and accurate information on the shunt section cannot be obtained, it is possible to determine whether automatic speed control or automatic operation can be continued, and if manual operation is necessary, smooth operation is performed. It is possible to shift to manual operation at

FIG. 13 shows the distance 118 from the exit of the tunnel 117 to the starting point of the branch flow. The distance 118 from exiting the tunnel until the satellite positioning is restored is the post-tunnel distance l, which is determined by Equation 1 based on the product of the positioning restoration time t by the satellite positioning system and the target speed v ( l, t, v are not shown).

l：トンネルの出口を通過してから衛星測位が復帰するまでの距離
v：車両の目標速度
t：トンネルの出口を通過してから衛星測位が復帰するまでの時間

l: Distance from passing the exit of the tunnel until satellite positioning is restored
v: target speed of the vehicle
t: Time from passing the exit of the tunnel until satellite positioning is restored

Here, the vehicle control device 1 according to Embodiment 1 may stop the calculation of the target speed before entering the tunnel when the calculation of the target speed is stopped due to the existence of the tunnel. That is, the target speed calculation unit determines whether the section type of the road section is a section diverted from the main road and the section start position is inside a tunnel, or the distance from the tunnel end to the section start position is a predetermined distance after the tunnel. If it is less than l, the calculation of the target speed may be stopped before entering the tunnel.

By doing so, the vehicle control device 1 will execute the automatic speed control or cancel the automatic driving before entering the tunnel. This is because the driver may feel pressure depending on the environment inside the tunnel, so it is desirable to cancel the automatic speed control or automatic driving outside the tunnel in advance. As a result, it is possible to prevent an additional psychological burden from being imposed on the driver in the tunnel, thereby improving driving comfort.

In addition, the positioning unit of the vehicle control device 1 according to Embodiment 1 normally measures the current position using a satellite positioning system, and the section type of the road section is a section diverging from the main road, and the section start position is If it is in a tunnel or if the distance from the end of the tunnel to the start position of the section is smaller than the predetermined post-tunnel distance l, the current position may be measured by the autonomous detector. Autonomous detectors refer to the vehicle state quantity sensor 27 and the environment information sensor 26, and refer to detectors for detecting the position of the vehicle that do not require support by radio signals from the outside, such as GNSS sensors.

When an autonomous detector is used, it is often difficult to detect the absolute position of the vehicle 101, and calculation errors may be accumulated. However, inside the tunnel, the number of road branches is limited. Less problems. Therefore, by measuring the current position with the autonomous detector, automatic speed control or automatic driving can be continued, and driving can be performed comfortably and reliably.

2. Embodiment 2
<Configuration of Vehicle Control Device>
FIG. 14 is a configuration diagram of a vehicle control device 1a according to Embodiment 2. As shown in FIG. The vehicle control device 1a according to the second embodiment adds a display unit 50 for transmitting information to the driver, and displays a warning from the target speed calculation unit 30a to the display unit 50, compared to the vehicle control device 1 according to the first embodiment. The only difference is that a display instruction is output.

In the vehicle control device 1a according to Embodiment 2, when the road section type is a section branched from the main road and the section start position is inside a tunnel, or when the distance from the end of the tunnel to the section start position is predetermined. If it is smaller than the post-tunnel distance l, the target speed calculator 30a causes the display 50 to display an alarm. In this manner, the vehicle control device 1a can inform the driver that the branch section is in the tunnel or immediately after the tunnel. This is useful because it allows the driver to be notified of the cancellation of automatic speed control or automatic driving.

While this application describes various exemplary embodiments and examples, various features, aspects, and functions described in one or more embodiments may not apply to particular embodiments. can be applied to the embodiments singly or in various combinations. Accordingly, numerous variations not illustrated are envisioned within the scope of the technology disclosed herein. For example, modification, addition or omission of at least one component, extraction of at least one component, and combination with components of other embodiments shall be included.

Reference Signs List 1, 1a vehicle control device, 9 GNSS sensor, 10 road section information acquisition unit, 11 gyro sensor, 12 forward camera, 13 peripheral radar, 14 steering angle sensor, 15 steering torque sensor, 16 vehicle speed sensor, 17 LiDAR, 18 acceleration sensor , 20 route generation unit, 22 positioning unit, 25 user interface, 26 environment information sensor, 27 vehicle state quantity sensor, 30, 30a target speed calculation unit, 40 vehicle control unit, 50 display unit, 61 propulsion device, 62 steering device, 63 braking device, 64 transmission, 101 vehicle

Claims (8)

a positioning unit that measures the current position of the vehicle;
a route generation unit that generates a route for the vehicle to travel;
A road section information acquisition unit that acquires road section information including the section type, road shape, radius of curvature, and section speed limit of a road section located ahead of the current position on the route generated by the route generation unit;
When the route generated by the route generation unit diverges from the main road, the section type of the road section is a section after diverting from the main road, and the road shape is a straight line, the section speed limit is input. A target speed is calculated using a function with a variable and the target speed as an output variable, and if the road shape is a curve, the curvature speed limit based on the curvature radius and the section speed limit are used as input variables, and the target speed is an output variable. A target speed calculation unit that calculates the target speed using a function of
a vehicle control unit that controls the vehicle according to the target speed;
The road section information acquisition unit obtains first road section information of a first road section located ahead of the current position on the route generated by the route generation unit, and road section information ahead of the first road section. obtaining second road segment information for a second road segment located;
The target speed calculation unit calculates the target speed based on the first road section information, calculates target speed preparation information based on the second road section information, and calculates the target speed preparation information based on the If the second road section is a section after being diverted from the main road and deceleration is required, the gear stage is shifted down in advance and the braking force by the engine brake when deceleration is required. is an instruction to prepare for an increase in
The vehicle control unit is a vehicle control device that controls the vehicle according to the target speed and the target speed preparation information. The target speed calculation unit further uses as an input variable a distance from the current position to a start position of a road section located ahead of the current position on the route generated by the route generation unit, and the target speed as an output variable. 2. The vehicle control device according to claim 1, wherein the target speed is calculated using a function obtained by: The target speed calculation unit further uses a function in which a connection angle between a section diverted from the main line and a section after diverting from the main line is used as an input variable and the target speed is an output variable. 3. The vehicle control device according to claim 1, wherein the speed is calculated. The target speed calculation unit determines whether the section type of the road section is a section branched from the main road and the section start position is in a tunnel, or the distance from the tunnel end to the section start position is a predetermined tunnel. 4. The vehicle control device according to any one of claims 1 to 3, wherein the calculation of the target speed is stopped when it is smaller than the rear distance. The target speed calculation unit determines whether the section type of the road section is a section branched from the main road and the section start position is in a tunnel, or the distance from the tunnel end to the section start position is a predetermined tunnel. 5. The vehicle control device according to claim 4, wherein the calculation of the target speed is stopped before entering the tunnel if the distance is smaller than the rear distance. The positioning unit normally measures the current position using a satellite positioning system, and the section type of the road section is a section branched from the main road, and the section start position is in a tunnel or at the end of the tunnel 6. The vehicle control device according to any one of claims 1 to 5, wherein the current position is measured by an autonomous detector when the distance from the starting point to the section start position is smaller than a predetermined distance after the tunnel. Equipped with a display that transmits information to the driver,
The target speed calculation unit determines whether the section type of the road section is a section branched from the main road and the section start position is in a tunnel, or the distance from the tunnel end to the section start position is a predetermined tunnel. 7. The vehicle control device according to any one of claims 1 to 6, wherein when the rear distance is smaller than the rear distance, an alarm is displayed on the display unit. The vehicle control device according to any one of claims 5 to 7, wherein the after-tunnel distance is determined based on a product of a positioning recovery time by a satellite positioning system and the target speed.

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