WO2013011619A1

WO2013011619A1 - Travel path information computation device, travel control device for vehicle, and travel path information computation method

Info

Publication number: WO2013011619A1
Application number: PCT/JP2012/003649
Authority: WO
Inventors: 真史安原
Original assignee: 日産自動車株式会社
Priority date: 2011-07-21
Filing date: 2012-06-04
Publication date: 2013-01-24
Also published as: JPWO2013011619A1; JP5821959B2

Abstract

A curvature radius calculation unit (16) extracts, from among a plurality of road information setting points along a travel path, a road information setting point in which the difference between the curvature radii of a front position and a rear position is equal to or greater than a pre-set threshold value. Then, the curvature radius calculation unit (16) outputs the curvature information of a position excluding the extracted road information setting point among the plurality of road information setting points.

Description

Traveling route information calculation device, vehicle travel control device, and traveling route information calculation method

The present invention relates to a travel route information calculation device, a vehicle travel control device, and a travel route information calculation method.

Conventionally, as this type of technology, for example, there is a technology described in Patent Document 1.
In the technique described in Patent Document 1, road information on a road is acquired from map information, and a curvature radius of the road is calculated based on the acquired road information. In the technique described in Patent Document 1, the braking force of the vehicle is controlled based on the calculated curvature radius. Thus, before the vehicle enters the curved road, the vehicle is automatically decelerated before the curved road.

JP 2009-179248 A

However, in the technique described in Patent Document 1, when the road information that causes an increase in the estimation error of the curvature radius is included in the acquired road information, the estimation accuracy of the curvature radius may be lowered. there were. Therefore, it may be difficult to control the braking force of the vehicle.
The present invention pays attention to the above points and makes it possible to prevent a decrease in the accuracy of estimation of the radius of curvature.

In order to solve the above-described problem, according to one aspect of the present invention, a position where the difference in curvature radius between a plurality of positions along the traveling path and a position before and after the position is greater than or equal to a set value is extracted. In one aspect of the present invention, curvature information of a position excluding the extracted position among the plurality of positions is output.

According to one aspect of the present invention, the degree of change in the radius of curvature of the actual road is relatively small, the degree of change in the radius of curvature is relatively large, and the difference in the radius of curvature between the front and rear positions is greater than or equal to the set value. The radius of curvature at the position can be excluded. Therefore, it is possible to prevent a decrease in the accuracy of estimation of the radius of curvature.

2 is a conceptual diagram illustrating a configuration of a vehicle A. FIG. It is a flowchart showing a travel control process. It is a figure showing a center separation zone presence or absence switching point. It is a figure showing a center separation zone presence or absence switching point. It is a figure showing the curvature radius computed excluding the center separation zone existence switching point. It is a figure showing an irregular curve road. It is a figure showing an irregular curve road. It is a figure showing the curvature radius computed excluding the road information setting point on an irregular curve road. It is a flowchart showing an automatic deceleration control process.

Next, an embodiment according to the present invention will be described with reference to the drawings.
(Constitution)
The configuration of the vehicle A will be described with reference to FIG.
The vehicle A of the present embodiment is a rear wheel drive vehicle for driving the rear wheels.
FIG. 1 is a conceptual diagram illustrating a configuration of a vehicle A according to the present embodiment.
As shown in FIG. 1, the vehicle A includes an accelerator sensor 1 and a wheel speed sensor 2.
The accelerator sensor 1 detects the accelerator opening of the driver. And the accelerator sensor 1 outputs a detection result to the navigation control unit 12 mentioned later.
The wheel speed sensor 2 detects the rotational speed Vw of each wheel 3. Then, the wheel speed sensor 2 outputs the detection result to the navigation control unit 12.

Further, the vehicle A includes a reaction force motor 4.
The reaction force motor 4 is disposed on the accelerator pedal 5. The reaction force motor 4 controls the operation reaction force of the accelerator pedal 5 in accordance with a command from the braking / driving force control unit 6.
The vehicle A includes a braking / driving force control unit 6.
The braking / driving force control unit 6 controls the brake fluid pressure of the wheel cylinder 7 of each wheel 3 in accordance with a command from the navigation control unit 12. As a braking fluid pressure control method, a method of controlling hydraulic equipment such as a solenoid valve and a pump is adopted.

Further, the braking / driving force control unit 6 outputs a command for controlling the operation reaction force to the reaction force motor 4 in accordance with the command from the navigation control unit 12.
Further, the vehicle A includes a drive torque control unit 8.
The drive torque control unit 8 controls the drive torque of the drive wheel (rear wheel) 3 in accordance with a command from the navigation control unit 12. As a driving torque control method, a method of controlling the fuel injection amount and ignition timing of the engine 9, the gear ratio of the automatic transmission 10, and the opening degree of the electronic control throttle valve 11 is adopted.

The vehicle A also includes a navigation control unit 12.
The navigation control unit 12 includes a GPS (Global Positioning System) receiver 13, a map information storage device 14, and a microprocessor 15.
The GPS receiver 13 detects the current position of the vehicle A. Then, the GPS receiver 13 outputs the detection result to the microprocessor 15.

The map information storage device 14 stores map information of the area where the vehicle A travels. The map information is information that expresses a road traffic network by a combination of nodes and links set along the road. A node is a connection point on the road network expression. The link is a line segment connecting nodes on the road network expression, that is, a road. As the map information, information including position information of nodes, complementary points (hereinafter also referred to as road information setting points), and road information such as link types is adopted. The complementary points are points arranged along the link at a set distance (for example, 25 m) from each other and representing the shape of the link. The link type is information indicating the distinction according to the link type. As the link type, for example, a link including a vertical line non-separated link and a vertical line separated link is adopted. The vertical line non-separating link is information indicating that the road link is not separated into the vertical line in the central separator. Further, the vertical line separation link is information indicating that the road link is separated into vertical lines in the central separation band.

The microprocessor 15 includes an integrated circuit including an A / D conversion circuit, a D / A conversion circuit, a central processing unit, and a memory. The ROM stores one or more programs for realizing various processes. The CPU executes each process according to one or more programs stored in the ROM.
The microprocessor 15 includes a curvature radius calculation unit 16 and an automatic deceleration control unit 17. Here, the curvature radius calculation unit 16 and the automatic deceleration control unit 17 are configured by a program.

The curvature radius calculation unit 16 includes a plurality of road information setting points based on the detection results of the

various sensors

1 and 2 and the GPS receiver 13 and the road information of the plurality of road information setting points stored in the map information storage device 14. Calculate and output the curvature information of the travel path at the link position.
The automatic deceleration control unit 17 controls the vehicle A to a vehicle state (target deceleration described later) according to the curvature information output by the curvature radius calculation unit 16. In the control of the vehicle A, before the vehicle A enters the curved road, a command for increasing the brake fluid pressure of the wheel cylinder 7, a command for reducing the operation reaction force of the accelerator pedal 5, and a driving torque of the driving wheel 3 are reduced. Generate a directive to Then, the microprocessor 15 outputs the generated command to the braking / driving force control unit 6 and the driving torque control unit 8.

Thereby, in the vehicle travel control apparatus of the present embodiment, before the vehicle A enters the curved road, the vehicle A can be decelerated before the curved road.
In the present embodiment, an example in which the navigation control unit 12 is realized by a dedicated device including the GPS receiver 13, the map information storage device 14, and the microprocessor 15 is shown, but other configurations may be adopted. it can. For example, it is possible to adopt a method of configuring with a portable navigation or a smartphone having the same function.

FIG. 2 is a flowchart showing a travel control process executed by the curvature radius calculation unit 16 and the automatic deceleration control unit 17 of the navigation control unit 12.
Next, the traveling control process executed by the curvature radius calculation unit 16 and the automatic deceleration control unit 17 will be described with reference to the flowchart of FIG. The process of FIG. 2 is a timer interrupt process that is repeatedly executed at a preset period ΔT (for example, a period of 10 msec.).

In step S101 of the traveling control process, the curvature radius calculation unit 16 reads detection results from the

various sensors

1 and 2. Further, the curvature radius calculation unit 16 reads the road information of each of the nodes, interpolation points (hereinafter also referred to as road information setting points), and links in the set section set on the travel route of the vehicle A from the map information storage device 14. . As road information to be read, position information of road information setting points, link types, and the like are employed. The set section is a section from a current position of the vehicle A to a position that is a predetermined distance (for example, 500 m) ahead of the traveling direction of the vehicle A.

Next, the process proceeds to step S102, and the curvature radius calculation unit 16 determines the curvature radius (hereinafter referred to as control radius) of the traveling road at each of the road information setting point and the link position in the set section based on the road information read in step S101. (Also called a working radius). As a method of calculating the radius of curvature, an arc passing through three consecutive road information setting points is calculated, and the calculated radius of curvature of the arc is calculated by using the middle road information setting point of the three road information setting points and the surrounding points. A method of setting the radius of curvature at the link position is adopted.

Next, the process proceeds to step S103, and the curvature radius calculation unit 16 determines whether there is a control target curvature radius within the set section based on the curvature radius calculated in step S102. The radius of curvature to be controlled is a radius of curvature of a curved road that requires the vehicle A to be decelerated before the vehicle A enters the curved road. As a method for determining the radius of curvature to be controlled, a method is adopted in which a radius of curvature equal to or less than a preset threshold value (for example, 300 m) among the radius of curvature of the traveling path of vehicle A is determined as the radius of curvature to be controlled. If the curvature radius calculation unit 16 determines that there is a control target curvature radius within the set section (Yes), the process proceeds to step S104. On the other hand, if the curvature radius calculation unit 16 determines that there is no control target curvature radius within the set section (No), the calculation process ends.

In the step S104, the curvature radius calculation unit 16 is based on the curvature radius calculated in the step S102, and road information in which the difference in curvature radius between the preceding and following road information setting points is equal to or greater than a set threshold within the set section. It is determined whether or not a set point exists. The setting threshold is the maximum value of the difference in curvature radius assumed between the road information setting points before and after the actual road. As a determination method, a method of determining whether or not there is a median strip presence / absence switching point in the set section based on the road information read in step S101 is adopted. As shown in FIGS. 3 (a) and 3 (b), the center separation band presence / absence switching point is a node (point) that connects a link (traveling road) with a central separation band and a link (traveling path) without a central separation band. ). For example, a node that switches from a link with a median strip to a link without a median strip (FIG. 3 (a)), or a node that switches from a link without a median strip to a link with a median strip (FIG. 3 (b)). There is. As a method of detecting the center separation zone switching point, based on the read road information, links with the link type code “vertical line separation link” and links with “vertical line non-separation link” are linked within the set section A method for determining whether or not there is a node to be used is adopted. When the curvature radius calculation unit 16 determines that there is a median zone presence / absence switching point in the set section (Yes), the difference in curvature radius between the preceding and following road information setting points is greater than or equal to the set threshold value. It determines with a road information setting point existing, and transfers to step S105. On the other hand, when it is determined that there is no median strip presence / absence switching point in the set section (No), the curvature radius calculation unit 16 has a difference in curvature radius between the preceding and following road information setting points that is greater than or equal to the set threshold value. It is determined that there is no road information setting point, and the process proceeds to step S108.

In a node (hereinafter also referred to as a switching node) that connects a link (hereinafter also referred to as a first link) with a central separation band and a link without a central separation band (hereinafter also referred to as a second link), a curvature radius calculation unit 16 calculates the radius of curvature of the travel path from the complementary point of the first link, the complementary point of the second link, and the switching node. Here, the first link is located between the uplink and the downlink. On the other hand, the second link is located at each of the center of the uplink and the center of the downlink. Therefore, in the switching node, a deviation occurs between the position of the end portion of the first link and the position of the end portion of the second link. Therefore, the radius-of-curvature calculation unit 16 includes a switching node, that is, a position including a central separation band presence / absence switching point that connects a link having a central separation band (first link) and a link having no central separation band (second link). Then, the curvature radius calculation unit 16 erroneously calculates a relatively small curvature radius.

In step S105, the curvature radius calculation unit 16 recalculates the curvature radius of the traveling road at the road information setting point and the link position in the set section based on the road information read in step S101. In the recalculation of the curvature radius, as shown in FIGS. 4 (a) and 4 (b), the curvature radius calculation unit 16 is a position that includes the central separator presence / absence switching point among the road information setting point and the link position within the set section. To extract. Subsequently, in the recalculation of the curvature radius, the curvature radius calculation unit 16 calculates the curvature radius of the traveling road at a position excluding the extracted position from the road information setting point and the link position in the set section.

As a result, the curvature radius calculation unit 16 is erroneous because the positions of the ends of both links are shifted at the center separation band presence / absence switching point that connects the link with the center separation band and the link without the center separation band. Where there is a possibility of calculating the radius of curvature, it is possible to exclude the radius of curvature at the center separation zone switching point. Therefore, even if the road information that causes an increase in the estimation error of the curvature radius is included in the acquired road information, the curvature radius calculation unit 16 has the accuracy of estimation of the curvature radius as shown in FIG. Decline can be prevented.

Next, the process proceeds to step S106, and the curvature radius calculation unit 16 determines that the difference in curvature radius between the preceding and following road information setting points is greater than or equal to a set threshold within the set section based on the curvature radius calculated in step S105. It is determined whether or not there is a road information setting point. As a road information setting point extraction method, a method of determining whether or not there is an illegally curved road in the set section based on the curvature radius calculated in step S105 is adopted. An illegal curve road is a curve road whose length is equal to or less than the curve threshold value. As the length of the curved road, the length of a section in which the curvature radius of the curved road is equal to or less than the curvature radius to be controlled (300 m) is employed. The curve threshold is a minimum value (for example, 100 m) of the length of a curved road (for example, 100 m to 200 m or more) assumed on an actual road. When the curvature radius calculation unit 16 determines that there is an illegally curved road in the set section (Yes), the road information setting in which the difference in curvature radius between the preceding and following road information setting points is greater than or equal to the set threshold value. It is determined that a point exists, and the process proceeds to step S107. On the other hand, if the curvature radius calculation unit 16 determines that there is no illegal curved road in the set section (No), the road information setting in which the difference in curvature radius between the preceding and following road information setting points is greater than or equal to the set threshold value. It determines with a spot not existing, and transfers to step S110.

In the present embodiment, an example in which the length of the section of the curved road where the radius of curvature is equal to or less than the radius of curvature to be controlled is shown as the length of the curved road, but other configurations may be employed. For example, in the case of a continuous curved road, the distance between the inflection points may be the length of the curved road.
As shown in FIG. 6, at the intersection (hereinafter also referred to as a roundabout) where the vehicle A circulates around an island provided at the center of the intersection, the curvature radius calculation unit 16 The radius of curvature of the travel path is calculated from the complementary point of the link in front and the complementary points of the links around the island and the nodes connecting them. Therefore, the radius-of-curvature calculation unit 16 compares the node at the entrance of the roundabout, that is, at the position including the connection point connecting the roundabout and the travel route other than the roundabout, as in the case of the switching node described above. Therefore, it is determined that there is an illegal curved road.

In step S107, the curvature radius calculation unit 16 recalculates the curvature radius of the traveling road at the road information setting point and the link position in the set section based on the road information read in step S101. In the re-calculation of the curvature radius, the curvature radius calculation unit 16, as shown in FIG. 7, among the road information setting point and the link position in the set section, the center separation zone presence / absence switching point, and the fraud detected in the step S106. The road information setting point and the link position existing on the curve road are extracted. Here, the road information setting point and the link position that exist on the illegal curve road include, for example, a node at the entrance of the roundabout, that is, a position including a connection point that connects the roundabout and a travel route other than the roundabout. is there. Subsequently, in the recalculation of the radius of curvature, the radius of curvature of the traveling road at the position excluding the extracted position from the road information setting point and the link position in the set section is calculated. Then, the curvature radius calculation unit 16 resets the calculated curvature radius to the control radius instead of the control radius set in step S102.

Thereby, the curvature radius calculation unit 16 excludes road information of a road information setting point (node at the entrance of the roundabout) where the degree of change in the radius of curvature of the actual road is relatively small and the degree of change in the radius of curvature is large. it can. Therefore, the curvature radius calculation unit 16 estimates the curvature radius as shown by the solid line in FIG. 8 even if the acquired road information includes road information that causes an estimation error of the curvature radius to increase. Decrease in accuracy can be prevented.

On the other hand, in step S108, the curvature radius calculation unit 16 determines whether or not there is an illegal curve road in the set section based on the road information read in step S101. If the curvature radius calculation unit 16 determines that there is an illegally curved road in the set section (Yes), the curvature radius calculation unit 16 proceeds to step S109. On the other hand, if the curvature radius calculation unit 16 determines that there is no unauthorized curved road in the set section (No), the process proceeds to step S111. As a result, it is determined that there is an illegally curved road at a position that includes a node at the entrance of the roundabout, that is, a connection point that connects the roundabout and a travel route other than the roundabout.

In step S109, the curvature radius calculation unit 16 recalculates the radius of curvature of the traveling road at the road information setting point and the link position in the set section based on the road information read in step S101, and then in step S110. Migrate to In the re-calculation of the curvature radius, the road information setting point and the link position (for example, the node at the entrance of the roundabout) existing on the incorrect curve road detected in step S108 among the road information setting point and the link position in the setting section. That is, a position including a connection point that connects a roundabout and a travel route other than the roundabout is extracted. Subsequently, in the recalculation of the radius of curvature, the radius of curvature of the traveling road at the position excluding the extracted position from the road information setting point and the link position in the set section is calculated. Then, the curvature radius calculation unit 16 resets the calculated curvature radius to the control radius instead of the control radius set in step S102.

In step S110, the curvature radius calculation unit 16 determines whether there is a control target curvature radius in the set section based on the curvature radius calculated in step S107 or S109. If the curvature radius calculation unit 16 determines that the control target curvature radius is within the set section (Yes), the process proceeds to step S111. On the other hand, if the curvature radius calculation unit 16 determines that there is no control target curvature radius within the set section (No), the calculation process is terminated.

In step S111, the radius of curvature calculation unit 16 outputs the control radius set in step S102, S107, or S109 to the automatic deceleration control unit 17. Subsequently, the automatic deceleration control unit 17 executes the automatic deceleration control process based on the control radius output from the curvature radius calculation unit 16, and then ends this calculation process. In the automatic deceleration control process, the automatic deceleration control unit 17 instructs to increase the brake fluid pressure of the wheel cylinder 7 before the vehicle A enters the curved road, to reduce the operation reaction force of the accelerator pedal 5, and to drive. A command for reducing the driving torque of the wheel 3 is generated.

FIG. 9 is a flowchart showing the automatic deceleration control process executed by the automatic deceleration control unit 17 in step S111.
Next, automatic deceleration control processing executed by the automatic deceleration control unit 17 will be described with reference to the flowchart of FIG.
In step S201 of this automatic deceleration control process, the automatic deceleration control unit 17 is based on the control radius output by the curvature radius calculation unit 16, and the point where the curvature radius is minimum on the most recent curved road (hereinafter, also referred to as the minimum curvature radius point). Detected). The nearest curved road is a curved road that is in front of the vehicle A in the traveling direction and closest to the vehicle A. As a method of determining the minimum radius of curvature, a method of extracting a minimum curvature radius from the traveling path ahead of the traveling direction of the vehicle A and selecting a point closest to the vehicle A among the points related to the extracted curvature radius. adopt.

Next, the process proceeds to step S202, where the automatic deceleration control unit 17 calculates the curvature radius at the minimum radius of curvature based on the control radius output by the curvature radius calculation unit 16 and the minimum radius of curvature detected in step S201. get. Subsequently, the automatic deceleration control unit 17 calculates the target vehicle speed based on the acquired curvature radius at the minimum curvature radius point. The target vehicle speed is a vehicle speed for causing the vehicle A to travel stably at the minimum radius of curvature. Subsequently, the automatic deceleration control unit 17 calculates the target deceleration based on the calculated target vehicle speed, the distance from the current position to the entrance of the nearest curve road, and the rotational speed Vw of each wheel 3 read in step S101. . The target deceleration is a deceleration for making the vehicle speed of the vehicle A coincide with the target vehicle speed when reaching the entrance of the latest curve road.

Next, proceeding to step S203, the automatic deceleration control unit 17 calculates the target braking fluid pressure of the wheel cylinder 7 based on the target deceleration calculated at step S202. The target brake fluid pressure is a brake fluid pressure of the wheel cylinder 7 for realizing the target deceleration. Then, the automatic deceleration control unit 17 sends a control signal to the braking / driving force control unit 6 in order to increase the braking fluid pressure so that the actual braking fluid pressure coincides with the calculated target braking fluid pressure. Output.
Next, the process proceeds to step S204, where the automatic deceleration control unit 17 issues a command (reaction force reduction command) for reducing the operation reaction force of the accelerator pedal 5 based on the target deceleration calculated in step S202. A control signal is output to the unit 6.

Next, the process proceeds to step S205, where the automatic deceleration control unit 17 is based on the accelerator opening read in step S101, the target deceleration calculated in step S202, and the target braking fluid pressure calculated in step S203. A target drive torque is calculated. The target drive torque is drive torque for realizing the target deceleration in consideration of the accelerator opening. Then, the automatic deceleration control unit 17 outputs to the drive torque control unit 8 a command (torque reduction command) for reducing the drive torque so that the actual drive torque matches the calculated target drive torque. Thereafter, the navigation control unit 12 ends this calculation process and returns to the original travel control process.
Thereby, the automatic deceleration control part 17 can control the vehicle A to the deceleration according to the curvature radius of the curvature radius minimum point, the operation reaction force of the accelerator pedal 5, and the driving torque.

(Operation other)
Next, the operation of the vehicle travel control device for the vehicle A will be described.
As shown in FIG. 4, it is assumed that a center separation band presence / absence switching point appears in the set section while the vehicle A is traveling. Then, the navigation control unit 12 (curvature radius calculation unit 16) determines that there is a median strip presence / absence switching point in the set section (step S104, Yes in FIG. 2). Subsequently, the radius-of-curvature calculation unit 16 extracts a median strip presence / absence switching point based on the read road information, and extracts the median strip presence / absence switching point extracted from the road information setting point and the link position in the set section. A radius of curvature (control radius) of the travel path at a position excluding the included position is calculated (step S105 in FIG. 2).

As described above, the vehicle travel control apparatus according to the present embodiment is configured to calculate the curvature radius of the position excluding the position including the central separator presence / absence switching point from the road information setting point and the link position in the setting section. . Therefore, there is a possibility that the wrong radius of curvature may be calculated because the positions of the ends of both links are misaligned at the switching point between the links with the median strip and the links without the median strip. Where there is, it is possible to exclude the radius of curvature at the switching point of the median strip. Thereby, even if the road information that causes the estimation error of the curvature radius to be increased is included in the acquired road information, as shown in FIG. 5, it is possible to prevent the estimation accuracy of the curvature radius from being lowered.

Then, the curvature radius calculation unit 16 outputs the calculated control radius to the automatic deceleration control unit 17. Subsequently, based on the control radius output from the curvature radius calculation unit 16, the automatic deceleration control unit 17 instructs to increase the brake fluid pressure, to reduce the operation reaction force of the accelerator pedal 5, and to drive the drive wheels 3. A command to reduce the torque is output (step S111 in FIG. 2). As a result, before the vehicle A enters the curved road, the vehicle A is decelerated before the curved road.
Thus, in the vehicle travel control apparatus of the present embodiment, the vehicle A is controlled in correspondence with the travel path of the vehicle A based on the curvature radius calculated by the above-described method, that is, the curvature radius with high estimation accuracy. It was. Therefore, malfunction of the vehicle A can be prevented.

On the other hand, as shown in FIG. 7, it is assumed that a roundabout appears in the set section while the vehicle A is traveling. Then, the curvature radius calculation unit 16 calculates a relatively small curvature radius at the entrance node of the roundabout, and determines that there is an illegally curved road within the set section (Yes in step S108 in FIG. 2). Subsequently, the curvature radius calculation unit 16 extracts the road information setting point and the link position on the incorrect curve road (step S109 in FIG. 2). Thereby, the node including the connection point that connects the node at the entrance of the roundabout, that is, the travel path other than the roundabout is extracted. Subsequently, the curvature radius calculation unit 16 extracts the position extracted from the road information setting point and the link position in the set section (the road information setting point at the entrance of the roundabout, that is, the travel route other than the roundabout and the roundabout) And the radius of curvature of the traveling road at the position including the road information setting point excluding the position including the central separation zone presence / absence switching point is calculated (step S109 in FIG. 2).

As described above, in the vehicle travel control device of the present embodiment, the road information setting point and the link position on the incorrect curve road (the road information setting at the entrance of the roundabout) from the road information setting point and the link position in the setting section. Point, that is, a position including a connection point that connects a roundabout and a travel path other than the roundabout), and a configuration that recalculates the curvature radius of the travel path at a position excluding the position including the center separation zone presence / absence switching point. It was. Therefore, the road information of the road information setting point where the degree of change in the radius of curvature is large can be excluded where the degree of change in the radius of curvature of the actual road is relatively small. As a result, even if the acquired road information includes road information that causes an increase in the estimation error of the curvature radius, as shown by the solid line in FIG.

In the present embodiment, road information setting points (nodes, interpolation points) configure each point set along the travel path. Similarly, the road information setting point and the link constitute a position along the travel path. Moreover, a curvature radius comprises curvature information. Further, the navigation control unit 12 in FIG. 1 and steps S104, S106, and S107 in FIG. 2 constitute a position extraction unit. Further, the navigation control unit 12 in FIG. 1 and steps S105, S107, and S109 in FIG. 2 constitute a curvature information output unit. Further, the navigation control unit 12 in FIG. 1 and step S105 in FIG. 2 constitute a curvature radius calculation unit. Further, the navigation control unit 12 of FIG. 1 and steps S101 to S110 of FIG. 2 constitute a travel route information calculation device. Further, the braking / driving force control unit 6 in FIG. 1, the navigation control unit 12, and step S111 in FIG. 2 constitute a vehicle control unit.

(Effect of this embodiment)
This embodiment has the following effects.
(1) The curvature radius calculation unit 16 extracts a road information setting point in which a difference in curvature radius between a position before and after the road information setting point along the traveling road is equal to or greater than a set threshold value. And the curvature radius calculation part 16 outputs the curvature information of the position except the extracted road information setting point among several road information setting points.
According to this configuration, the degree of change in the radius of curvature of the actual road is relatively small, the degree of change in the radius of curvature is relatively large, and the position where the difference in curvature radius between the previous and next positions is equal to or greater than the set value. The radius of curvature can be excluded. Therefore, it is possible to prevent a decrease in the accuracy of estimation of the radius of curvature.

(2) The radius-of-curvature calculation unit 16 includes a central separation zone presence / absence switching point that connects a link with a central separation zone and a link without a central separation zone among a plurality of road information setting points along the traveling road. Extract position.
According to this configuration, the wrong radius of curvature is calculated because the positions of the ends of both links are misaligned at the center separator presence / absence switching point that connects the link with the center separator and the link without the center separator. Where possible, the radius of curvature of the central separator presence / absence switching point can be excluded.

(3) The curvature radius calculation unit 16 extracts a position on the curved road whose length is equal to or less than the curve threshold value from a plurality of positions along the traveling road.
According to this configuration, an erroneous curvature radius may be calculated at a position on a curved road whose length is equal to or less than the curve threshold, and the curvature radius at the position can be excluded.

(4) The automatic deceleration control unit 17 controls the vehicle A to the Kibei deceleration according to the curvature radius calculated by the above-described method, that is, the curvature radius with high estimation accuracy.
According to this configuration, the malfunction of the vehicle A can be prevented.

(5) The curvature radius calculation unit 16 includes a central separation zone presence / absence switching point that connects a link having a central separation zone and a link having no central separation zone among a plurality of road information setting points along the traveling road. Extract position. And the curvature radius calculation part 16 outputs the curvature information of the position except the extracted center separator presence / absence switching point among a plurality of road information setting points.
According to this configuration, the wrong radius of curvature is calculated because the positions of the ends of both links are misaligned at the center separator presence / absence switching point that connects the link with the center separator and the link without the center separator. Where possible, the radius of curvature of the central separator presence / absence switching point can be excluded. Therefore, it is possible to prevent a decrease in the accuracy of estimation of the radius of curvature.

(6) The curvature radius calculation unit 16 connects a road information setting point at the entrance of the roundabout from a plurality of road information setting points along the road, that is, a roundabout and a road other than the roundabout. The position including the connection point is extracted. And the curvature radius calculation part 16 outputs the curvature information of the position except the extracted connection point among several road information setting points.
According to this configuration, an erroneous curvature radius may be calculated at a connection point that connects a roundabout and a travel route other than the roundabout, but the curvature radius at the point can be excluded. Therefore, it is possible to prevent a decrease in the accuracy of estimation of the radius of curvature.

As described above, the entire contents of the Japanese Patent Application No. 2011-159962 (filed on July 21, 2011) to which the present application claims priority form part of the present disclosure by reference.
Although the present invention has been described with reference to a limited number of embodiments, the scope of rights is not limited thereto, and modifications of each embodiment based on the above disclosure are obvious to those skilled in the art.

12 Navigation control unit (information acquisition unit, connection point extraction unit, curvature radius calculation unit, curve road point extraction unit, curvature radius recalculation unit, travel route information calculation device, vehicle control unit)
16 curvature radius calculation part (information acquisition part, connection point extraction part, curvature radius calculation part, curve road point extraction part, curvature radius recalculation part, traveling road information calculation device)
17 Automatic deceleration control unit (vehicle control unit)
Step S101 (information acquisition unit)
Step S104 (connection point extraction unit)
Step S105 (curvature radius calculation unit)
Step S106 (curve road point extraction unit)
Step S107 (curve road point extraction unit, curvature radius recalculation unit)
Steps S101 to S110 (travel road information calculation device)
Step S111 (vehicle control unit)

Claims

Based on the road information of each point set along the road, a road information calculation device that calculates and outputs curvature information of a plurality of positions along the road,
A position extraction unit that extracts an exclusion position that is a position having a radius of curvature greater than or equal to a set value between the front and rear positions among the plurality of positions;
And a curvature information output unit that outputs curvature information of a position excluding the excluded position extracted by the position extraction unit among the plurality of positions.
The position extraction unit extracts, as the exclusion position, a position including a connection point that connects a traveling road with a central separation band and a traveling road without a central separation band from the plurality of positions. The travel route information calculation device according to claim 1.
A radius-of-curvature calculation unit that calculates a radius of curvature of the plurality of positions based on road information of each point;
3. The road information calculation according to claim 1, wherein the position extraction unit extracts a position on a curved road having a length equal to or less than a set value as the exclusion position from the plurality of positions. apparatus.
The travel route information calculation device according to any one of claims 1 to 3,
And a vehicle control unit that controls the vehicle in a vehicle state according to the curvature information output by the travel path information calculation device.
A road information calculation method for calculating and outputting curvature information of a plurality of positions along the road based on road information of each point set along the road,
From the plurality of positions, a position including a connection point that connects a traveling road with a median strip and a traveling road without a median strip is extracted as an excluded position,
Curvature information at a position excluding the extracted excluded position among the plurality of positions is output.
A road information calculation method for calculating and outputting curvature information of a plurality of positions along the road based on road information of each point set along the road,
Out of the plurality of positions, a position including a connection point that connects a roundabout and a travel route other than the roundabout is extracted as an excluded position,
Curvature information at a position excluding the extracted excluded position among the plurality of positions is output.