JPH09301210A - Traveling control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To effectively suppress the deviation after lane change by executing an approach angle/approach deviation correction control over a prescribed period from the start of one period sine steering control on the basis of the approach angle and approach deviation at the start of the one period sine steering control. SOLUTION: A lane following control part 11 executes a lane following control according to the yaw angel and horizontal slippage determined by white line recognizing processing. An open loop control part 12 executes one period sine steering control in a lane change. A control function is also set on the basis of vehicle speed or lane width. The controlled variable to a steering actuator is calculated under the control function to control the steering angle, whereby the open loop following control is executed. An approach angle/approach deviation control part 13 determines the yaw angle and horizontal slippage at the start of lane change by the open loop control as the approach angle and approach deviation of the vehicle, and execute the approach angle/approach deviation correcting control.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling control device capable of stably and smoothly changing lanes when a vehicle is automatically traveling.

[0002]

[Related Background Art] Recently, various technologies related to automatic driving (autonomous driving) of vehicles have been studied and proposed. Lane control technology is one of the steering controls in this automatic traveling. For example, in Japanese Unexamined Patent Application Publication No. 4-137013, a road image in front of the vehicle captured by an in-vehicle camera is recognized, and a white line that divides a traveling lane (lane) forms an angle between the white line and a horizontal line on the road image of the vehicle. Find the attitude angle,
A technique is disclosed in which the lane change (travel lane change) is performed by controlling the steering angle of the vehicle in accordance with the posture angle and the vehicle speed.

In the technique disclosed in this publication, in order to accurately detect the traveling locus during lane change, the vehicle-mounted camera is rotated in accordance with the attitude angle of the vehicle to change its direction. No matter the orientation of, the image is always captured in the direction of the road.

[0004]

The automatic running control of the vehicle is basically carried out by lane follow-up control based on recognition of a white line that divides a running lane on a road. Then, the lane change is performed based on, for example, the front risk level and the side risk level to ensure a safer running state.

However, in the lane changing technique disclosed in the above publication, the lateral displacement amount of the vehicle immediately before the lane change is not taken into consideration, so that the vehicle position during the lane change can be accurately and appropriately controlled. There is a risk of disappearing. Moreover, since the posture angle and the lateral shift amount of the vehicle after the lane change are not taken into consideration, it is difficult to smoothly switch from the lane change control to the lane follow-up control. In particular, it takes a long time for the lane following control to converge after changing lanes, and the running locus of the vehicle during that time may be disturbed. Specifically, the vehicle may sway and a sense of discomfort may occur until the lane following control converges. Furthermore, in the lane change technology disclosed in the above publication, it is necessary to rotate the vehicle-mounted camera according to the attitude angle of the vehicle.
There is a problem that the structure of the camera mounting portion (rotating mechanism etc.) becomes complicated, which causes a cost increase.

The present invention has been made in view of the above circumstances, and an object thereof is to automatically drive a lane during automatic driving without rotating the vehicle-mounted camera so that the lane can be changed smoothly and stably. To provide a device.

[0007]

In order to achieve the above-mentioned object, an automatic traveling apparatus according to the present invention is basically adapted to the lane following control at the time of automatic traveling realized by the lane following control of a vehicle road. Instead, the vehicle is provided with first control means for executing lane change by one-cycle sign steering control based on open-loop control, and further, based on an approach angle and an approach deviation to the lane of the vehicle at the start of the one-cycle sign steering control. The present invention is characterized by further comprising second control means for executing the angle / approach deviation correction control for a predetermined period from the start of the one cycle sine steering control.

That is, the lane change is executed by the one-cycle sign steering control based on the open loop control, and
The approach angle to the lane of the vehicle and the approach angle based on the approach deviation for a predetermined period from the start of the periodic sign steering control
By adding the approach deviation correction control to the above-mentioned open loop control, the control accuracy is improved and the lane change associated therewith is stabilized.

According to a second aspect of the present invention, the approach angle / approach deviation correction control by the second control means is executed in the first half approximately 1/2 cycle period of the one cycle sign steering control. This enables a smooth lane change by stable vehicle position control from the initial stage of steering start control for lane change. The invention according to claim 3 is the yaw angle correction control based on the yaw angle of the vehicle, in addition to the first control means for executing the lane change by the one-cycle sine steering control based on the open loop control when the vehicle is automatically traveling. Is provided in a predetermined period before the end of execution of the one-cycle sine steering control.

That is, by adding the yaw angle correction control to the open loop control for a predetermined period before the execution of the one-cycle sine steering control based on the open loop control, smooth transfer of the control to the lane following control after the lane change is made. The feature is that it realizes a stable lane change. In the invention according to claim 4, the yaw angle correction control of the vehicle by the third control means is executed in a period of about ¼ cycle before the end of execution of the one cycle sine steering control. Based on open loop control 1
The present invention is characterized in that a smooth transition from the open loop control to the lane follow-up control is achieved while suppressing the influence on the periodic sine steering control.

[0011]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of an automatic traveling device according to the present invention will be described below with reference to the drawings. FIG. 1 is an overall system configuration diagram of an automatic traveling device. For example, a plurality of electronic circuit units (EC
U) is the main constituent. In the figure, 1 is a TV camera that captures road information ahead of the vehicle as an image, and 2
Is a laser radar that detects information on obstacles in front of and on the side of the vehicle, specifically, the presence of another vehicle, the distance to the other vehicle, and the like.

The white line recognition ECU 3 performs predetermined image processing on the front road image imaged and input by the TV camera 1 to recognize a white line that divides a traveling lane (lane) on the road and its position. It is a thing. According to the white line recognition result, the width of the traveling lane and the vehicle position with respect to the traveling lane are obtained, and further information about the adjacent traveling lanes is obtained. Further, the road locus ECU 4 uses the history of the recognition result by the white line recognition ECU 3 and the information such as the position change of the white line in the front image of the road and the shape of the curve to determine whether the road on which the vehicle is traveling (travel lane) is curved (road). The locus) is obtained, and the degree (curvature) of the curve is obtained from the information of the locus.

On the other hand, the obstacle recognition ECU 5 recognizes the presence of an obstacle (preceding vehicle) in front of the vehicle based on the output from the laser radar 2 and detects the presence of obstacles (other vehicles) on the left and right sides of the vehicle. I am aware of each. When the existence of the obstacle is recognized, for example, the distance and the relative speed to the obstacle are obtained. The lane change determination ECU 6 follows the information on obstacles in the front and side of the vehicle detected by the obstacle recognition ECU 5, and further considers the speed (vehicle speed) of the own vehicle based on a predetermined algorithm. Plays the role of requesting the degree and lateral risk. Then, for example, when the front risk exceeds a certain threshold value, it is determined whether or not the lane should be changed in consideration of the side risk and the like.

To be more specific, when the front risk is high and the side risk is low, the lane change control described later is performed in order to avoid the danger ahead by ensuring the driving safety by changing the lane to the adjacent lane. Make a decision to start. By the way, when the front risk is high and the side risk is also high, the lane change is prohibited, and the inter-vehicle distance with the preceding vehicle is reduced to reduce the front risk by, for example, activating the automatic braking mechanism. Make a decision to execute inter-vehicle distance control to keep it sufficiently.

The vehicle state recognition ECU 7 receives the information from the road locus ECU 4 to detect the position 7a of the vehicle and the attitude angle 7b of the vehicle with respect to the road (travel lane), and the steering angle from the state of the steering actuator 8. The (steering angle) 7c is detected, and further, the vehicle speed 7d is detected based on the state of the automatic brake or the throttle 9, the information of the vehicle speed sensor and the like.

The position 7a of the vehicle is obtained as a deviation amount δ of the center of gravity G of the vehicle from the center C of the traveling lane (lane) in which the vehicle is currently traveling, as shown in FIG.
This deviation amount δ is used as an approach deviation (lateral deviation) of the vehicle at the start of lane change described later. Further, the attitude angle 7b of the vehicle is obtained as the orientation θ of the vehicle with respect to the orientation of the center C of the traveling lane. And this posture angle (direction) θ
Is used as an approach angle (yaw angle) of the vehicle at the start of lane change described later.

Returning to FIG. 1, the control amount calculation ECU 10
Is the road locus ECU 4, the lane change determination ECU described above.
6, and according to the information obtained by the vehicle state recognition ECU 7, for example, lane follow-up control described later according to the yaw angle or lateral deviation of the vehicle, one-cycle sign steering control based on open loop control for changing lanes, and further lane change The approach angle / approach deviation correction control during control and the yaw angle correction control are executed. Under these controls, the steering actuator 8 described above is driven to adjust the steering angle (steering angle), and the automatic brake or the throttle 9 is appropriately driven.

The one-cycle sine steering control is as shown in FIG.
When the vehicle is moved in the width direction by the width W as shown in Fig. 1, the steering direction is changed while moving the vehicle in the width direction, and then the steering wheel is turned in the opposite direction. This is a form of steering control which is made by reorienting the vehicle to its traveling direction, and the change characteristic of the steering angle at that time is just like a sine curve for one cycle. Therefore, the actual steering characteristic is not a sine function itself, but a control function in which the steering angle gradually changes with the passage of time, and basically the steering angle in the moving direction becomes maximum at the time of 1/4 cycle. Next to
After that, the steering angle is returned to [0] at the time of 1/2 cycle, and at the time of 3/4 cycle, the steering angle becomes the maximum in the direction opposite to the moving direction, and becomes the maximum at the end of one cycle. It is set as a control function such that the angle is returned to [0].

The maximum value (amplitude) of the steering angle is
It is determined according to the lateral movement width W of the vehicle (the movement width between adjacent lanes when changing lanes), the vehicle speed, the time required for changing lanes, and the like. The travel width W is generally set as the width of the traveling lane (lane width) by considering that the traveling lane and the adjacent lane have the same width, and the time required to change the lane is, for example, In the case of high speed steady running at a vehicle speed of 60 to 80 km / h, it is set to about 4 to 5 seconds.

Specifically, when a lane change (lane change) with a lane width W (m) is realized by sign steering for one cycle T (sec) at a vehicle speed v (m / sec), time elapse t (s)
The sine steering control function is set so that the lateral movement amount w (m) and the yaw angle y (rad) with respect to ec) satisfy the following relationship. w = W {(t / T) − (1 / 2π) · sin (2πt / T)} (1) y = (W / vT) · {1-cos (2πt / T)} (2) By the way The control amount calculation ECU 10 that executes the automatic traveling by the lane follow-up control described above and the lane change by the one-cycle sign steering control based on the open loop control is configured as shown in FIG. 4, for example. This Fig. 4 shows the control amount calculation EC
The processing function of U10 is schematically shown, and schematically, the lane follow-up control unit 11, the open loop control unit 12, the approach angle / approach deviation correction control unit 13, and the yaw angle correction control unit 1 are shown.
4, and a switching control unit 15.

The lane follow-up control unit 11 basically executes the lane follow-up control according to the yaw angle and the lateral shift obtained by the above-mentioned white line recognition processing. Specifically, the steering angle is controlled by calculating the control amount for the steering actuator 8 so that the yaw angle and the lateral deviation are respectively [0], and thereby the lane follow-up control is executed. The open-loop control unit 12 executes the above-described one-cycle sine steering control when changing lanes, and its control function is set based on the vehicle speed, the lane width W, etc., as described above. Then, the control amount for the steering actuator 8 is calculated under the control function to control the steering angle, thereby executing the open loop slave control.

The approach angle / approach deviation correction controller 13
The yaw angle and the lateral deviation at the start of the lane change by the open loop control are obtained as the approach angle θ and the approach deviation δ of the vehicle, and the approach angle / approach deviation correction control is executed to correct them. Further, the yaw angle correction control unit 14 executes the yaw angle correction control to suppress the yaw angle to [0] according to the information of the yaw angle obtained by the white line recognition processing.

Therefore, the switching control unit 15 has been described above according to the judgment information by the lane change judgment ECU 6 and the like.
The steering control shown in is selectively switched. That is, the switching control unit 15 conceptually switches the first switch circuit 16 so as to automatically follow the driving lane, a lane change mode by automatic driving,
Set the manual steering mode (automatic traveling release mode) alternatively. Further, the switching control unit 15 controls the simultaneous execution of the approach angle / approach deviation correction control and the yaw angle correction control at the time of lane change by switching the second switch circuit 17 when setting the lane change mode by the above-mentioned automatic traveling. .

Specifically, when the automatic control mode is set in the switching control unit 15, the control value from the lane follow-up control unit 11 is constantly selected via the first switch circuit 16, and Is given to the steering actuator 8 to execute the lane follow-up control by controlling the steering angle based on the yaw angle and the lateral deviation. When the lane change is decided as described later, the first switch circuit 16 is switched to open the open loop control unit 12.
The control value from is input and the one cycle sine steering control is executed.

At this time, the approach angle / approach deviation correction control unit 1 is controlled by controlling the switching of the second switch circuit 17.
3 or the yaw angle correction controller 14
The correction control value from is properly selected and extracted, and this is added to the adder 18
To the control value from the open loop control unit 12. By this addition processing, the approach angle / approach deviation correction control or the yaw angle correction control is executed when the open loop control is executed. When the correction control values are not selected by the second switch circuit 17, only the steering angle (steering angle) control for changing the lane by the open loop control is executed. That is, the approach angle / approach deviation correction control or the yaw angle correction control is simultaneously executed during a predetermined period when the lane is changed by executing the open loop control.

By the way, the approach angle / approach deviation correction control at the time of changing lanes by the open loop control is, as schematically shown in FIG. First half of cycle 1 /
It is executed over a period of two cycles. By the approach angle / approach deviation correction control in the first half cycle of the open loop control, the approach angle (yaw angle) θ and the entrance deviation (lateral deviation) δ of the vehicle at the start of the lane change are corrected.

Specifically, the control value (steering angle for lane change) determined by the open loop control determined based on the above equations (1) and (2) is used as the vehicle position δ and the vehicle attitude θ at the start of the lane change. By making corrections with and, the approach angle / approach deviation correction control is performed. That is, the travel width W of the lane change in the above equations (1) and (2) and the function value of the sine / cosine
(2πt / T) is the approach angle θ at the start of lane change
And the approach deviation δ are corrected as follows.

W = {(W + δ) + θT / 2} {(t / T) − (1 / 2π) sin (2πt / T)} (3) y = {(W + δ) / vT + θ / 2} {1- cos (2πt / T)} (4) Then, the approach angle / approach deviation correction control is performed by obtaining the control value of the steering angle so as to satisfy the above condition and executing the one-cycle sine steering control. The open-loop control for changing lanes is basically performed assuming that the traveling lane is a straight road, and is executed without considering the shape change of the road (traveling lane). Therefore, here, in order to avoid the influence of the approach angle / approach deviation correction control based on the vehicle position δ and the vehicle attitude θ at the start of the lane change from exerting a strong influence on the open loop control, the first half of the one cycle It is executed only during the period of the cycle. That is, in the one-cycle sine steering, the steering angle is [0]
The second switch circuit 17 is returned at the point of time when a half cycle of the vehicle crossing the white line and moving to the adjacent lane has elapsed.
The open loop control unit 1
Only open loop control based on the control value from 2 is executed. In this way, by switching the control as described above at the time of 1/2 cycle, the control can be smoothly handed over to the automatic steering without causing the vehicle to feel uncomfortable.

By the way, even if the approach angle / approach deviation correction control is performed after ½ cycle, the yaw angle correction is performed thereafter as described below, so the effect of the approach angle / approach deviation correction control is expected to be rather high. It is not possible, and it is considered that the transfer to the lane follow-up control is sufficient only by the yaw angle correction control in the latter half. By the way, when the lane is changed by the one-cycle sign steering control as described above, the road (travel lane) does not always remain straight. Therefore, in this device, the yaw angle correction control unit 1 is operated in a predetermined period before the one-cycle sine steering control is finished, specifically, in the last approximately ¼ cycle of the one-cycle.
The yaw angle correction control is executed by inputting the control value from 4 and adding it to the open loop control value. That is, in the latter half of the lane change by the one-cycle sine steering control, particularly when the vehicle moves to the adjacent lane and the posture of the vehicle is rebuilt to the road direction, the last 1
During the period of / 4 cycle, the yaw angle correction controller 14 performs the yaw angle correction. By performing such a yaw angle correction, the posture angle of the vehicle is corrected according to the change of the road shape, and the lane following control after the lane change is smoothly performed.

By the way, when the yaw angle correction is not applied,
The position of the vehicle whose lane has been changed by the one-cycle sign steering control based on the open loop control may deviate from the target position (center of the lane) in the lane due to a change in road shape. Further, if the yaw angle correction is attempted to be started at an early time such as the half cycle described above, the vehicle is in the state of straddling the white line and moving to the adjacent lane. May not be accurately detected. Moreover, the posture angle of the vehicle at that time is usually in the state of being most inclined with respect to the road direction. Therefore, if it is attempted to execute the yaw angle correction control from such a time point of 1/2 cycle, the yaw angle correction strongly acts in the opposite direction to the open loop control, and the main open loop control itself may be impaired. On the contrary, when the yaw angle correction control is executed in the period of ⅛ cycle immediately before the end of the one-cycle sine steering, there is a fear that a sufficient effect may not be expected due to the control response delay and the like.

From this point of view, in the present device, as described above, when the lane is changed, the steering angle is set in the opposite direction to restore the posture angle of the vehicle, and then the steering angle is returned to the original one. The yaw angle correction is performed in the remaining 1/4 cycle from the time when the posture of the vehicle comes along the road direction when the 3/4 cycle of the cyclic sign steering has elapsed.

FIG. 6 shows the flow of the processing procedure in this device for executing the above-mentioned lane change control. This processing procedure determines whether or not the automatic traveling mode is set and the vehicle is automatically traveling (step S1), and is executed when the vehicle is automatically traveling. Then, during the automatic traveling, the lane follow-up control based on the above-mentioned white line recognition processing is constantly executed (step S2). Then, in the automatic traveling state under the lane following control, the front risk and the side risk are obtained by the obstacle recognition processing, and for example, it is determined whether the front risk is higher than the side risk ( Step S
3). By the way, when the side risk is higher, for example, deceleration control such as operating the automatic brake or the throttle 9 to increase the inter-vehicle distance to the preceding vehicle and reduce the front risk, that is, the inter-vehicle distance control is executed. Yes (step S4).

If it is determined in step S3 that the side risk is lower than the front risk, it is next determined whether the right risk is higher than the left risk. It is determined (step S5). If the left side danger level is lower, it is decided to change the lane to the left side driving lane (step S6). Conversely, if the right side danger level is lower, the right side driving lane is changed. It is decided to do so (step S7). Under such a lane change control, the lane change control mainly including the one-cycle sign steering control based on the open loop control described above is executed (step S).
8).

Specifically, the open loop control and the approach angle / approach deviation correction control [+] are executed during the first half 1/2 cycle of one cycle in which the one cycle sine steering control is executed (step S11). Thereafter, only open loop control is executed in the next quarter cycle period (step S12), and thereafter, in the last quarter cycle period, the open loop control and yaw angle correction control [+
] Is executed (step S13).

After the lane change by the one-cycle sign steering control based on the open loop control is completed, the processing procedure from step S1 described above is repeatedly executed. That is, the process returns to the lane follow-up control based on the white line recognition described above, and the automatic traveling along the lane is executed. Thus, according to the steering control for lane change based on the one-cycle sign steering executed as described above, the control based on the approach angle and the approach deviation of the vehicle from the road (lane) at the start of the lane change. Since the approach angle / approach deviation is corrected in the initial stage, the accuracy of the steering control can be improved and stable lane change can be performed even though the one-cycle sine steering is executed in the open loop. Moreover, the road (lane) of the vehicle at the start of lane change
Since the approach angle and the approach deviation with respect to are corrected, the deviation at the time of starting the lane following control after the lane change can be suppressed to be small. As a result, the convergence time in the lane follow-up control can be shortened and the controllability thereof can be improved.

Further, since the yaw angle correction control is executed at the final stage of the one-cycle sine steering, the attitude angle of the vehicle is corrected according to the road direction even if the road shape is changing. Therefore, it is possible to suppress the deviation of the attitude angle when starting the lane following control after the lane change is completed. As a result, it is possible to smoothly take over from the open loop control to the lane follow-up control.
Further, the convergence time in the lane follow-up control can be shortened by the amount of the deviation of the attitude angle, and the controllability thereof can be improved.

In addition, since the yaw angle correction control is executed only in the final stage of the one-cycle sine steering when the posture of the vehicle is substantially stable along the road direction, the yaw angle correction control is used to change the lane by open loop control. It is possible to realize a smooth lane change without the steering being significantly disturbed. In other words, if the yaw angle correction control is started from an early point, the open loop control for changing lanes and the yaw angle correction control compete and the steering becomes unstable,
There is a possibility that so-called vehicle attitude fluctuation may occur. However, in the final stage of the lane change steering, the yaw angle correction control is performed only when the posture of the vehicle has almost recovered to the road direction, so it is possible to effectively operate both the open loop control and the yaw angle correction control. . As a result, a smooth and stable lane change (lane change) can be realized.

Further, according to the above-mentioned control, it is not necessary to rotate the TV camera according to the attitude angle of the vehicle and always input the road image ahead in the traveling direction as in the conventional control. Therefore, the TV camera mounting mechanism is simple. Therefore, the device cost can be reduced accordingly. Moreover, since the steering control for changing the lane is executed in an open loop, there is an effect that the control is simple.

The present invention is not limited to the above embodiment. For example, when the lane change width W is long, in the middle of one cycle sine steering, that is, 1 /
The steering angle is [0] over a certain period at the time of two cycles.
It is also possible to insert and set the control period to be kept at. In this case, the steering angle control by the open loop control and the approach angle / approach deviation correction control [+] is succeeded to the steering angle control only by the open loop control within the control period for keeping the steering angle at [0]. Should be done.

Further, the execution period of the approach angle / approach deviation correction control at the time of changing lanes by the open loop control is set until the time when the vehicle shifts to the adjacent lane across the white lane or once in the lane changing direction for changing lanes. Steering angle is
It is also possible to set it as the time when it returns to [0] by switching back in the opposite direction. It is also possible to set the execution start time of the yaw angle correction control when the lane is changed by the open loop control as the time when the steering angle of the vehicle moved to the adjacent lane is within the predetermined angle range in the process of returning to [0]. Is.

Further, it is also possible to variably set the execution period T of the one-cycle sine steering according to the vehicle speed v and the like. Needless to say, the switch circuits 16 and 17 shown in FIG. 4 can be realized by the determination processing in the control program, and the control units 11 to 15 can also be realized as a control program. In short, various modifications can be made without departing from the scope of the invention.

[0042]

As described above, according to the present invention, when the lane change is executed by the one-cycle sign steering control based on the open loop control during the automatic traveling of the vehicle, the above-mentioned 1
Since the approach angle / approach deviation correction control is executed for a predetermined period from the start of the one-cycle sign steering control based on the approach angle and the approach deviation at the start of the cyclic sine steering control, the deviation after the lane change is effective. Can be suppressed to As a result, the control can be smoothly handed over to the lane follow-up control after the lane change, and a stable lane change can be realized by a smooth traveling locus.

According to the second aspect of the present invention, since the approach angle / approach deviation correction control is executed during the first half approximately 1/2 cycle of the one cycle sine steering control, steering by open loop control is performed. It is possible to ensure a smooth lane change by reducing the influence on the vehicle, and to stably perform subsequent control switching. Further, according to the invention of claim 3, when the lane change is executed by the one-cycle sign steering control based on the open loop control, the predetermined one before the completion of the one-cycle sign steering control is executed based on the yaw angle of the vehicle. Since the yaw angle correction control is executed during the period, the attitude angle of the vehicle can be corrected according to the change in the road shape. As a result, it is possible to suppress the deviation of the posture angle after the lane change, to smoothly carry over to the lane follow-up control thereafter, and to realize the stable lane change due to the smooth running locus.

Further, according to the invention described in claim 4, since the yaw angle correction control is executed in the period of about ¼ cycle before the completion of the execution of the one cycle sine steering control, the steering by the open loop control is performed. The posture angle can be corrected while minimizing the influence on the posture. Further, according to the invention described in claim 5, since the vehicle is automatically driven by the lane follow-up control for the road of the vehicle, even if the one-cycle sign steering control by the open loop control described above is performed at the time of changing lanes, during It is possible to perform stable automatic travel control while smoothly taking over the control of.

[Brief description of drawings]

FIG. 1 is a schematic system configuration diagram showing an embodiment of a travel control device according to the present invention.

FIG. 2 is a diagram schematically showing the concept of lane change.

FIG. 3 is a diagram showing a concept of 1-cycle sine steering control for changing lanes.

FIG. 4 is a diagram showing the configuration of the control amount calculation ECU shown in FIG. 1, and is a functional block diagram for automatic travel control in the automatic travel device according to the present invention.

FIG. 5 is a diagram schematically showing a change in steering angle when changing lanes by one-cycle sine steering, approach angle / approach posture control, and yaw angle correction control in the present invention.

FIG. 6 is a diagram showing a processing procedure of lane change control during automatic traveling.

[Explanation of symbols]

 1 TV camera 2 Laser radar 3 White line recognition ECU 4 Road locus ECU 5 Obstacle recognition ECU 6 Lane change judgment ECU 7 Own vehicle state recognition ECU 10 Control amount calculation ECU 11 Lane tracking control unit 12 Open loop control unit (1 cycle sign steering) 13 approach angle / approach deviation correction control unit 14 yaw angle correction control unit 15 switching control unit 16 first switch circuit 17 second switch circuit 18 adder

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Takahiro Maemura 5-3-8 Shiba, Minato-ku, Tokyo Within Mitsubishi Motors Corporation (72) Inventor Tadashi Sugawara 5-33-8 Shiba, Minato-ku, Tokyo Within Mitsubishi Motors Corporation

Claims (5)

[Claims] 1. A first control means for executing lane change by one cycle sine steering control based on open loop control when the vehicle is automatically traveling, and an approach angle to the lane of the vehicle at the start of the one cycle sine steering control. And a detection means for detecting an approach deviation, and a second control means for executing an approach angle / approach deviation correction control based on the approach angle and the approach deviation over a predetermined period from the start of the one-cycle sine steering control. A travel control device comprising: 2. The approach angle / approach deviation correction control by the second control means is substantially the first half of the one cycle sine steering control.
The traveling control device according to claim 1, wherein the traveling control device is executed in a period of / 2 cycle. 3. A first control means for changing lanes by means of a one-cycle sign steering control based on open loop control when the vehicle is automatically traveling, a means for detecting a yaw angle of the vehicle, and the one-cycle sign steering control. And a third control means for executing yaw angle correction control in accordance with information on the yaw angle of the vehicle in a predetermined period before the end of execution of. 4. The yaw angle correction control of the vehicle by the third control means is executed during a period of approximately 1/4 cycle before the end of execution of the 1-cycle sine steering control. The traveling control device described in. 5. The travel control device according to claim 1, wherein the vehicle is automatically driven by lane follow-up control for the road of the vehicle.