WO2016110730A1 - Dispositif de génération de vitesse de véhicule cible et dispositif de commande d'entraînement - Google Patents

Dispositif de génération de vitesse de véhicule cible et dispositif de commande d'entraînement Download PDF

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Publication number
WO2016110730A1
WO2016110730A1 PCT/IB2015/001078 IB2015001078W WO2016110730A1 WO 2016110730 A1 WO2016110730 A1 WO 2016110730A1 IB 2015001078 W IB2015001078 W IB 2015001078W WO 2016110730 A1 WO2016110730 A1 WO 2016110730A1
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WIPO (PCT)
Prior art keywords
vehicle speed
target
vehicle
target vehicle
predetermined threshold
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PCT/IB2015/001078
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English (en)
Japanese (ja)
Inventor
康啓 鈴木
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日産自動車株式会社
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP2016568151A priority Critical patent/JP6288305B2/ja
Publication of WO2016110730A1 publication Critical patent/WO2016110730A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed

Definitions

  • the present invention relates to a target vehicle speed generation device. More specifically, the present invention relates to a target vehicle speed generation device that generates a target vehicle speed for controlling traveling of the vehicle.
  • the vehicle's course (route) from the departure point to the destination is calculated using a well-known navigation technique, and on the course using a sensing technique such as a radar sensor or an image sensor. Detect lanes and obstacles.
  • an autonomous running control device makes a vehicle run autonomously along a course based on the detection information.
  • the course from the departure point to the destination is divided into predetermined sections, and the traveling locus of the vehicle and the behavior of the vehicle (for example, vehicle speed, acceleration, steering angle, etc.) are divided for each section. It is conceivable to update the target route representing the above and use it for vehicle control.
  • the target vehicle speed may be calculated based on the actual vehicle speed at the time of the update. However, if there is a deviation between the target vehicle speed and the actual vehicle speed due to a delay in following the actual vehicle speed to the target vehicle speed, the new target vehicle speed is calculated based on the actual vehicle speed. A new target vehicle speed may be calculated. For this reason, if the target route is updated in a state where the user who gets on the vehicle does not recognize the existence of such a deviation, the user may feel uncomfortable with the riding comfort.
  • a target vehicle speed generation device calculates a deviation between a target vehicle speed and an actual vehicle speed of a vehicle at a predetermined timing, and compares the deviation with a predetermined threshold, and the deviation is predetermined.
  • a new target vehicle speed is generated based on the target vehicle speed at a predetermined timing when it is smaller than the threshold value, and a new target vehicle speed is calculated based on the actual vehicle speed at a predetermined timing when the deviation is larger than the predetermined threshold value.
  • a generating unit for generating is
  • a target vehicle speed generation device as another aspect of the present invention includes a determination unit that determines whether or not there is a user vehicle operation at a predetermined timing, and a target vehicle speed of the vehicle at a predetermined timing when it is determined that there is no user vehicle operation. And a generating unit that generates a new target vehicle speed based on the actual vehicle speed of the vehicle at a predetermined timing when it is determined that there is a user vehicle operation.
  • the present invention it is possible to provide a target vehicle speed generation device that reduces a sense of discomfort felt by the user when updating the target route.
  • route. The conceptual diagram explaining the production
  • FIG. 1 is a block configuration diagram of a travel control device 10 according to the embodiment.
  • the travel control device 10 is a device mounted on a vehicle, and is a device that autonomously controls the travel of the vehicle along a route (route) from a starting point to a destination calculated using a navigation technique or the like. .
  • the travel control device 10 divides the course from the departure point to the destination into predetermined sections, and the target representing the vehicle travel trajectory and vehicle behavior (for example, vehicle speed, acceleration, steering angle, etc.) for each section.
  • the route is updated, and the travel control of the vehicle is performed based on the target route.
  • the travel control device 10 includes a target route generation ECU (Electronic Control Unit) 12 and a travel control ECU 14. As shown in FIG. 1, the traveling control device 10 is electrically connected to a radar 16, a camera 18, a traveling state detection sensor 20, an operation state detection sensor 22, a navigation system 24, and the like. Further, a travel control actuator 26 is electrically connected to the travel control device 10.
  • the travel control device 10 may be connected to other known configurations as appropriate, for example, a communication unit for performing inter-vehicle communication.
  • the target route generation ECU 12 and the travel control ECU 14 are electronic control units each including a CPU (Central Processing Unit) and a memory such as a ROM (Read Only Memory) and a RAM (Random Access Memory).
  • the target route generation ECU 12 acquires the route and map information from the departure point to the destination searched by the navigation system 24, and for each predetermined section set on the route, the vehicle travel locus, the vehicle behavior, etc.
  • the target route representing is calculated.
  • the travel control ECU 14 controls the travel of the vehicle based on the target route generated by the target route generation ECU 12.
  • the travel control ECU 14 determines the own vehicle based on the target route generated by the target route generation ECU 12 and data from the radar 16, the camera 18, the travel state detection sensor 20, the operation state detection sensor 22, the navigation system 24, and the like.
  • the travel control amount such as acceleration / deceleration and steering angle of the vehicle is calculated.
  • the travel control ECU 14 controls the travel control actuator 26 based on the travel control amount.
  • the target route generation ECU 12 and the travel control ECU 14 are described as independent ECUs, but may be configured as a single unit as appropriate.
  • the Radar 16 detects the presence, position, speed, and relative speed of the vehicle, motorcycle, bicycle, pedestrian, etc. around the vehicle.
  • the radar 16 includes, for example, a laser radar, a millimeter wave radar, an ultrasonic radar, and the like.
  • the radar 16 outputs the detected data to the travel control device 10.
  • a well-known radar may be used as appropriate, and therefore a detailed description of the configuration is omitted.
  • the camera 18 is attached to the front or side of the host vehicle, for example, and takes an image around the host vehicle.
  • the camera 18 images a road segment line or an obstacle on the route.
  • the camera 18 includes, for example, an image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal-Oxide Semiconductor).
  • the camera 18 outputs the captured image to the travel control device 10.
  • a well-known camera may be used as appropriate, and thus a detailed description of the configuration is omitted.
  • the traveling state sensor 20 detects the traveling state of the host vehicle (for example, vehicle speed, acceleration, yaw angle, etc.).
  • the traveling state sensor 20 includes, for example, wheel speed sensors provided on the respective wheels of the host vehicle, and detects the traveling state of the host vehicle such as the vehicle speed by measuring the wheel speed.
  • the traveling state sensor 20 outputs the detected traveling state of the host vehicle to the traveling control device 10. Since the well-known vehicle speed sensor, acceleration sensor, and yaw angle sensor may be used as the running state sensor 20, a description of a more detailed configuration is omitted.
  • the operation state detection sensor 22 detects the operation state of the host vehicle. Specifically, the operation state detection sensor 22 detects an accelerator operation, a brake operation, a steering operation (steering), and the like by a user (hereinafter referred to as a driver) who gets on the vehicle. The operation state sensor 22 outputs the detected operation state of the host vehicle to the travel control device 10. Since the well-known accelerator operation sensor, brake operation sensor, and steering sensor may be used as the operation state sensor 22, a description of a more detailed configuration is omitted.
  • the navigation system 24 receives a GPS signal from a GPS (Global Positioning System) satellite.
  • the navigation system 24 includes a gyroscope that detects the magnitude of the rotational motion applied to the vehicle, an acceleration sensor that detects the travel distance of the vehicle from three-axis acceleration, and a geomagnetic sensor that detects the traveling direction of the vehicle from the geomagnetism. Etc. may be provided.
  • the navigation system 24 stores map information in a recording medium such as a hard disk. This map information includes information on the location and shape of roads and intersections, traffic rules including traffic signs and signals, and the like. Further, the map information may define a travelable area of the vehicle in the lane on the road.
  • the navigation system 24 detects the position of the host vehicle, the direction with respect to the road, and the like based on the GPS signal from the GPS satellite and the map information.
  • the navigation system 24 searches for a route from the departure point to the destination according to the input of the departure point (or current location) and the destination, and uses the searched route and the position information of the host vehicle to reach the destination. The guidance of the route is performed.
  • the navigation system 24 outputs the searched route to the travel control device 10 together with the map information. Since a known navigation system may be used as the navigation system 24, a description of a more detailed configuration is omitted.
  • the traveling control actuator 26 includes an acceleration / deceleration actuator for accelerating / decelerating the host vehicle and a steering actuator for adjusting a steering angle.
  • the travel control actuator 26 operates the acceleration / deceleration actuator and the steering actuator based on the travel control amount transmitted from the travel control ECU 14 to control the travel of the host vehicle.
  • the target route generation ECU 12 includes a generation method determination unit 30 and a target route calculation unit 32.
  • the target route generation ECU 12 acquires the route and map information from the departure point to the destination searched by the navigation system 24, and displays the vehicle travel locus, vehicle behavior, and the like for each predetermined section set on the route.
  • the target route to be expressed is calculated, and the target route is updated for each section.
  • the target route generation ECU 12 acquires map information together with the route R from the departure point to the destination searched by the navigation system 24. Then, the target route generation ECU 12 divides the route R from the departure place to the destination into predetermined sections, and updates the target path for each section. In the present embodiment, for example, sections are set by dividing the course R every 200 m.
  • the method of dividing the section is not limited to this distance, and may be a distance different from this distance. Moreover, it is not necessary to divide all the sections at the same distance, and the division method may be changed as necessary. In FIG. 3, some continuous sections divided in this way are shown as a section L1, a section L2, a section L3,.
  • a route update point for updating the target route is set.
  • the route update points in the sections L1 and L2 are shown as route update points C1 and C2, respectively.
  • the target route generation ECU 12 calculates the target route from the route update point to the end point of the next section and updates the target route. Do.
  • the target route generation ECU 12 starts from the route update point C1 to the end point E1 of the section L1 and the end point E1 of the section L1 (start point of the section L2).
  • the target route to the end point E2 of L2 is calculated, and the currently used target route is updated to the newly calculated target route.
  • the same target route is updated in the section L2.
  • the target route generation ECU 12 starts from the route update point C2 to the end point E2 of the section L2 and the end point E2 of the section L2 (start point of the section L3) to the section L3.
  • the target route calculated at the route update point C1 in the section L1 is updated to the newly calculated target route.
  • the route update point is set to a position that is a predetermined distance before the end point of the section (that is, a position where the remaining distance of the section is the predetermined distance).
  • the predetermined distance is set to 50 m.
  • the position of the route update point is not limited to this position, and may be a position different from this position.
  • the route update point may be set at a position where the remaining time until the vehicle reaches the end point of the section is equal to or less than a predetermined time.
  • the generation method determination unit 30 determines whether or not the vehicle has passed the route update point C1 of the currently traveling section L1 based on the position information of the host vehicle obtained from the navigation system 24 or the like (step S10). When it is determined that the route update point C1 has been passed (YES in step S10), the generation method determination unit 30 acquires the target vehicle speed V1 of the target route and the actual vehicle speed V2 of the vehicle at the route update point C1 (step S12). . The generation method determination unit 30 calculates a deviation ⁇ V between the target vehicle speed V1 and the actual vehicle speed V2, and determines whether the deviation ⁇ V is equal to or less than a predetermined threshold T1 (step S14).
  • the generation method determination unit 30 calculates, for example, a deviation ⁇ V between the target vehicle speed V1 and the actual vehicle speed V2 at the route update point C1, and determines whether the absolute value of the deviation ⁇ V is equal to or less than a predetermined threshold T1.
  • the predetermined threshold value T1 is 5 km / h.
  • the value of the predetermined threshold T1 is not limited to this value, and may be a value different from this value.
  • the target route calculation unit 32 calculates a new target route based on the target vehicle speed V1 (step S16) and is currently used.
  • the target route being updated is updated to the newly calculated target route (step S18).
  • a predetermined threshold T1 ⁇ V ⁇ T1
  • the target vehicle speed starting from the target vehicle speed V1 at time t1 corresponding to the route update point C1.
  • a time function (vehicle speed profile) of V1 is generated.
  • This vehicle speed profile is stored in a memory or the like as a new target route along with a time function (steering profile) of the target travel locus and target steering amount generated separately, and the currently used target route is updated.
  • the target route calculation unit 32 generates the vehicle speed profile in consideration of the map information of the next section L2 acquired from the navigation system 24, similarly to the calculation of the known target route. Similarly, the target route calculation unit 32 generates a target travel locus and a steering profile based on the map information of the next section L2 acquired from the navigation system 24, similarly to the known target route calculation.
  • the target route according to the curvature of the route obtained from the map information, the target travel locus, the vehicle speed profile, the steering profile, and the like such that the lateral acceleration applied to the vehicle is 0.2 G or less.
  • a route is generated.
  • the target route calculation unit 32 calculates a new target route based on the actual vehicle speed V2 (step S20).
  • the currently used target route is updated to a newly calculated target route (step S18).
  • a predetermined threshold T1 ⁇ V> T1
  • the target vehicle speed starting from the actual vehicle speed V2 at time t1 corresponding to the route update point C1.
  • a time function (vehicle speed profile) of V1 is generated.
  • This vehicle speed profile is stored in a memory or the like as a new target route together with a separately generated vehicle target travel locus and steering profile, and the currently used target route is updated.
  • the target route calculation unit 32 generates the vehicle speed profile in consideration of the map information of the next section L2 acquired from the navigation system 24, similarly to the calculation of the known target route.
  • the target route calculation unit 32 generates a target travel locus and a steering profile based on the map information of the next section L2 acquired from the navigation system 24, similarly to the known target route calculation.
  • the deviation ⁇ V may be an absolute value or a signed value.
  • the travel control ECU 14 controls the travel of the vehicle based on the target route generated by the target route generation ECU 12.
  • the target route for example, it may be possible to calculate the target route (target vehicle speed V1) based solely on the actual vehicle speed V2 at the time of update.
  • a new target route (target vehicle speed V1) is uniformly based on the actual vehicle speed V2.
  • a new target route may be calculated so that the deviation ⁇ V increases. For this reason, if the target route is updated in a state where the user who gets on the vehicle does not recognize the existence of such a deviation ⁇ V, the user may feel uncomfortable with the riding comfort.
  • the user intentionally operates the vehicle such as an accelerator operation, a brake operation, a steering wheel operation by the user, or a preceding vehicle following control or obstacle avoidance. It is conceivable that control other than traveling control of the vehicle based on the target route such as control is being executed. In this case, even if a new target route (target vehicle speed V1) is calculated based on the actual vehicle speed V2, the vehicle traveling control itself based on the target route is the vehicle operation of the user, the preceding vehicle following control, the obstacle avoidance. Since the target route is updated while being overridden by control or the like, or the user recognizes the presence of the deviation ⁇ V, the user is less likely to feel discomfort in the ride comfort.
  • target vehicle speed V1 target vehicle speed V1
  • the vehicle traveling control itself based on the target route is the vehicle operation of the user, the preceding vehicle following control, the obstacle avoidance. Since the target route is updated while being overridden by control or the like, or the user recognizes the presence of the deviation ⁇ V, the user is less likely to feel discomfort in the
  • the deviation ⁇ V is smaller than the predetermined threshold T1
  • the deviation ⁇ V between the target vehicle speed V1 and the actual vehicle speed V2 is calculated even if a new target route (target vehicle speed V1) is calculated based on the target vehicle speed V1. Since it is small, there are few problems such as a delay in following the actual vehicle speed V2 to the new target vehicle speed V1. Therefore, the user does not feel uncomfortable with the ride comfort.
  • 5 and 6 of the first embodiment describe the case where the vehicle is decelerating (the target vehicle speed V1 and the actual vehicle speed V2 are small), but the target route of the first embodiment
  • the update can be applied to any case where the vehicle is traveling at a constant vehicle speed, the target vehicle speed is constant, the vehicle is accelerating, or the target vehicle speed is increasing.
  • the target route generation ECU 12 determines the target vehicle speed V1 and the actual vehicle speed V2 of the vehicle at the route update point (predetermined timing). And a generation method determination unit 30 (determination unit) that compares the deviation ⁇ V with a predetermined threshold T1, and a path update point (predetermined timing) when the deviation ⁇ V is smaller than the predetermined threshold T1. ) Based on the actual vehicle speed V2 at the route update point (predetermined timing) when a new target route (target vehicle speed V1) is generated and the deviation ⁇ V is larger than the predetermined threshold T1. A target route calculation unit 32 (generation unit) that generates a new target route (target vehicle speed V1). Accordingly, it is possible to provide a target route generation ECU 12 (target vehicle speed generation device) that reduces a sense of discomfort felt by the user when updating the target route.
  • the route update point (predetermined timing) is determined based on the position information of the vehicle, the vehicle is the end point of the section (for example, the end point E1 of the section L1). Even when the generation method determination unit 30 (determination unit) determines that a position (predetermined position) in which the remaining time until reaching the end point of the section or the section before the predetermined distance is equal to or less than a predetermined time has been reached. Good. Thereby, a target route can be generated at a timing when the vehicle reaches a predetermined position.
  • the target route calculation unit 32 determines the predetermined distance of the end point of the section in which the vehicle is currently traveling (for example, the end point E1 of the section L1).
  • the generation method determination unit 30 determines that a position (for example, the route update point C1) (predetermined position) where the remaining time until reaching the end point or the end point of the section is a predetermined time or less has been reached.
  • a new section for example, a section from the route update point C1 of the section L1 to the end point E2 of the section L2) including the section (for example, the section L2) next to the section that is currently traveling (for example, the section L1).
  • a target route (target vehicle speed V1) may be generated.
  • the target route can be generated at the timing when the vehicle reaches the predetermined position in the currently traveling section.
  • the predetermined threshold value T1 may be a preset constant value (for example, 5 km / h). Thereby, for example, the target route can be generated using the same predetermined threshold value T1 regardless of the traveling state of the vehicle.
  • the travel control device 10 is based on the target route generation ECU 12 (target vehicle speed generation device) and the new target route (target vehicle speed V1) generated by the target route generation ECU 12.
  • a travel control ECU 14 control device for controlling the travel of the vehicle. Accordingly, it is possible to provide the travel control device 10 that reduces a sense of discomfort felt by the user when updating the target route.
  • the generation method determination unit 30 shown in FIG. 2 calculates a deviation ⁇ V between the target vehicle speed V1 and the actual vehicle speed V2, and determines whether the deviation ⁇ V is equal to or less than a predetermined threshold T1 (step S14).
  • the predetermined threshold value T1 may be a predetermined fixed value, or may be a value that changes according to the traveling state of the vehicle.
  • the target route generation ECU 42 according to the first modification will be described with reference to FIGS. Note that in the first modification, the same reference numerals are given to configurations and steps that function in the same or similar manner as in the first embodiment, and descriptions thereof are omitted.
  • the target route generation ECU 42 shown in FIG. 7 is different from the target route generation ECU 12 according to the first embodiment in that it further includes a threshold value determination unit 44. That is, as shown in FIG. 7, the target route generation ECU 42 includes a threshold value determination unit 44, a generation method determination unit 30, and a target route calculation unit 32.
  • the operation of the threshold value determination unit 44 of the first modification will be described with reference to the flowchart of FIG.
  • generation of a target route at the route update point C1 (see FIG. 3) in the section L1 will be described, but the same target route is generated in other sections.
  • the threshold determination unit 44 determines the target vehicle speed V1, the actual vehicle speed V2, and the vehicle acceleration of the target route at the route update point C1.
  • the acceleration of the vehicle may be an actual acceleration of the vehicle or a target acceleration of the vehicle.
  • the actual acceleration of the vehicle may be obtained by calculation from the actual vehicle speed V2 of the vehicle, or may be acquired from the running state sensor 20 (see FIG. 1).
  • the target acceleration of the vehicle may be obtained by calculation from the target vehicle speed V1 of the vehicle.
  • the target acceleration may be used.
  • the threshold determination unit 44 calculates a predetermined threshold T1 based on the acceleration of the vehicle (step S24). Specifically, the threshold value determination unit 44 refers to a map (table) that is stored in advance in the memory of the target route generation ECU 42 and indicates the relationship between the vehicle acceleration and the predetermined threshold value T1, and is acquired in step S22. A predetermined threshold value T1 corresponding to the acceleration of the vehicle is acquired. This map has a relationship between the vehicle acceleration obtained in advance by experiments, simulations, and the like and a predetermined threshold value T1. For example, in this map, the value of the predetermined threshold T1 increases as the vehicle acceleration value (acceleration / deceleration value or acceleration absolute value) increases.
  • the generation method determination unit 30 calculates a deviation ⁇ V between the target vehicle speed V1 and the actual vehicle speed V2, and determines whether the deviation ⁇ V is equal to or less than the predetermined threshold T1 calculated in step S24 (step S14). Since the subsequent operation of the target route generation ECU 42 is the same as that of the target route generation ECU 12 according to the first embodiment, the description thereof is omitted.
  • the threshold value determination unit 44 acquires the predetermined threshold value T1 using a map indicating the relationship between the acceleration of the vehicle and the predetermined threshold value T1, but acquisition of the predetermined threshold value T1 is performed. Not limited to this.
  • a predetermined threshold value T2 for the vehicle acceleration is set in advance, and the vehicle acceleration is larger than the predetermined threshold T2 and the vehicle acceleration is smaller than the predetermined threshold T2.
  • the predetermined threshold T1 when the acceleration of the vehicle is larger than the predetermined threshold T2 is set larger than the predetermined threshold T1 when the acceleration of the vehicle is smaller than the predetermined threshold T2.
  • the target route generation ECU 42 (target vehicle speed generation device) according to the first modification further includes the threshold value determination unit 44 (threshold setting screen) that sets a predetermined threshold value T1. Thereby, a target route can be generated using an appropriate predetermined threshold value T1.
  • the threshold value determination unit 44 may set a predetermined threshold value T1 based on the traveling state of the vehicle. As a result, the target route can be generated using a predetermined threshold value T1 appropriate for the traveling state of the vehicle.
  • the threshold value determination unit 44 may set the predetermined threshold value T1 based on the acceleration of the vehicle at the route update point (predetermined timing).
  • the target route can be generated using a predetermined threshold value T1 appropriate for the acceleration of the vehicle.
  • the threshold determination unit 44 sets the predetermined threshold T1 so that the predetermined threshold T1 increases as the vehicle acceleration at the route update point (predetermined timing) increases. Also good. Thereby, the target route is generated using an appropriate predetermined threshold value T1 according to the acceleration of the vehicle, and the uncomfortable feeling felt by the user when the target route is updated can be further reduced.
  • the predetermined threshold T1 is a value that changes according to the acceleration (actual acceleration or target acceleration) of the vehicle.
  • the predetermined threshold T1 is a value that changes according to the jerk (jerk) of the vehicle. It may be.
  • a target route generation ECU 42 according to Modification 2 will be described with reference to FIGS. 7 and 9. Note that in the second modification, the same reference numerals are given to configurations and steps that function in the same or similar manner as the first embodiment and the first modification, and the description thereof is omitted.
  • the target route generation ECU 42 according to the modified example 2 is different from the target route generation ECU 42 according to the modified example 1 in that the jerk of the vehicle is used when determining the predetermined threshold value T1.
  • the threshold determination unit 44 determines the target vehicle speed V1 of the target route, the actual vehicle speed V2 of the vehicle, and the jerk of the vehicle at the route update point C1. Is acquired (step S26).
  • the jerk of the vehicle may be the actual jerk of the vehicle or the target jerk of the vehicle.
  • the actual jerk of the vehicle may be obtained by calculation from the actual vehicle speed V2 of the vehicle, may be obtained from the actual acceleration of the vehicle, or may be obtained from the running state sensor 20 (see FIG. 1).
  • the target jerk of the vehicle may be obtained by calculation from the target vehicle speed V1 of the vehicle, for example.
  • target acceleration is generated when generating the target route, it may be obtained by calculation from the target acceleration.
  • the threshold value determination unit 44 calculates a predetermined threshold value T1 based on the jerk of the vehicle (step S24). Specifically, the threshold value determination unit 44 refers to a map (table) that is stored in advance in the memory of the target route generation ECU 42 and shows the relationship between the jerk of the vehicle and the predetermined threshold value T1, and is acquired in step S26. A predetermined threshold value T1 corresponding to the jerk of the vehicle is acquired. This map has a relationship between the jerk of the vehicle obtained in advance by experiments, simulations, and the like and a predetermined threshold value T1. For example, in this map, the value of the predetermined threshold T1 decreases as the vehicle jerk value (absolute value of jerk value) decreases. That is, the value of the predetermined threshold value T1 decreases as the vehicle decelerates more slowly.
  • the generation method determination unit 30 calculates a deviation ⁇ V between the target vehicle speed V1 and the actual vehicle speed V2, and determines whether the deviation ⁇ V is equal to or less than the predetermined threshold T1 calculated in step S24 (step S14). Since the subsequent operation of the target route generation ECU 42 is the same as that of the target route generation ECU 12 according to the first embodiment, the description thereof is omitted.
  • the threshold value determination unit 44 acquires the predetermined threshold value T1 using a map indicating the relationship between the jerk of the vehicle and the predetermined threshold value T1, but acquires the predetermined threshold value T1. Is not limited to this.
  • a predetermined threshold T3 for the vehicle jerk is set in advance, and when the vehicle jerk is larger than the predetermined threshold T3 and when the vehicle jerk is smaller than the predetermined threshold T3.
  • Different predetermined threshold values T1 may be acquired.
  • the predetermined threshold T1 when the jerk of the vehicle is smaller than the predetermined threshold T3 is set smaller than the predetermined threshold T1 when the jerk of the vehicle is larger than the predetermined threshold T3.
  • the target route generation ECU 42 (target vehicle speed generation device) according to Modification 2 further includes a threshold value determination unit 44 (threshold setting unit) that sets a predetermined threshold value T1. Thereby, a target route can be generated using an appropriate predetermined threshold value T1.
  • the threshold value determination unit 44 may set a predetermined threshold value T1 based on the traveling state of the vehicle. As a result, the target route can be generated using a predetermined threshold value T1 appropriate for the traveling state of the vehicle.
  • the threshold determination unit 44 may set the predetermined threshold T1 based on the jerk of the vehicle at the route update point (predetermined timing). Thereby, a target route can be generated using an appropriate predetermined threshold T1 according to the jerk of the vehicle.
  • the threshold determination unit 44 sets the predetermined threshold T1 so that the predetermined threshold T1 decreases as the vehicle jerk at the route update point (predetermined timing) decreases. May be. Thereby, the target route is generated using an appropriate predetermined threshold value T1 according to the jerk of the vehicle, and the uncomfortable feeling that the user feels when updating the target route can be further reduced.
  • the predetermined threshold T1 is a value that changes according to the acceleration of the vehicle.
  • the predetermined threshold T1 is a value that changes according to the jerk of the vehicle.
  • the threshold value T1 may be a value that changes according to both the acceleration and jerk of the vehicle.
  • Second Embodiment A travel control device 10 according to a second embodiment will be described with further reference to FIG.
  • the generation method determination unit 30 determines whether or not the user has operated the vehicle at the route update point, and the target route calculation unit 32 determines the determination result. It differs from the traveling control apparatus 10 according to the first embodiment in that the target route generation method is changed accordingly. Since the other basic configuration is the same as that of the travel control device 10 of the first embodiment shown in FIGS. 1 and 2, the detailed configuration of the travel control device 10 of the second embodiment will not be described. .
  • the operation of the target route ECU 12 of the travel control apparatus 10 according to the second embodiment will be described with reference to the flowchart of FIG.
  • generation of a target route at the route update point C1 (see FIG. 3) in the section L1 will be described, but the same target route is generated in other sections.
  • the generation method determination unit 30 determines whether or not the vehicle has passed the route update point C1 of the currently traveling section L1 based on the position information of the host vehicle obtained from the navigation system 24 or the like (step S10). When it is determined that the route update point C1 has been passed (YES in step S10), the generation method determination unit 30 acquires the target vehicle speed V1 of the target route and the actual vehicle speed V2 of the vehicle at the route update point C1 (step S12). . Furthermore, the generation method determination unit 30 determines whether or not the user has operated the vehicle (step S30).
  • the generation method determination unit 30 detects the presence / absence of an accelerator operation, the presence / absence of a brake operation, and the presence / absence of a steering wheel operation based on the operation state of the host vehicle obtained from the operation state detection sensor 22 or the like. If there is any operation, generation method determination unit 30 determines that there is a vehicle operation by the user (YES in step S30). On the other hand, the generation method determination unit 30 determines that there is no vehicle operation by the user if there is no operation (NO in step S30).
  • the presence / absence of the accelerator operation, the presence / absence of the brake operation, and the presence / absence of the steering wheel operation are all detected. However, the present invention is not limited to this, and only a part thereof may be detected.
  • the target route calculation unit 32 calculates a new target route based on the target vehicle speed V1 (step S16), and determines the currently used target route. Update to the newly calculated target route (step S18).
  • the target route calculation unit 32 calculates a new target route based on the actual vehicle speed V2 (step S20), and the target currently used The route is updated to the newly calculated target route (step S18).
  • the travel control ECU 14 controls the travel of the vehicle based on the target route generated by the target route generation ECU 12.
  • the target route generation ECU 12 performs vehicle operation (user vehicle operation) by the user at the route update point (predetermined timing). Based on the target vehicle speed V1 of the vehicle at the route update point (predetermined timing) when it is determined that there is no vehicle operation (user vehicle operation) by the user, and the generation method determination unit 30 (determination unit) that determines presence or absence.
  • a new target route (target vehicle speed V1) is generated and it is determined that there is a vehicle operation (user vehicle operation) by the user, a new target route (target vehicle speed V1) is generated based on the actual vehicle speed V2 of the vehicle at the route update point (predetermined timing).
  • a target route calculation unit 32 generation unit that generates a simple target route (target vehicle speed V1). Accordingly, it is possible to provide a target route generation ECU 12 (target vehicle speed generation device) that reduces a sense of discomfort felt by the user when updating the target route.
  • the target route generation ECU 12 of the second embodiment does not calculate the target route (target vehicle speed V1) based on the deviation ⁇ V between the target vehicle speed V1 and the actual vehicle speed V2 as described in the first embodiment.
  • the target route (target vehicle speed V1) is calculated based on the presence or absence of the vehicle operation by.
  • the calculation of the target route (target vehicle speed V1) based on whether or not the user has operated the vehicle is performed in combination with the calculation of the target route (target vehicle speed V1) based on the deviation ⁇ V between the target vehicle speed V1 and the actual vehicle speed V2.
  • the processing of step S30, step S16, and step S20 of FIG. 10 described in the second embodiment is the same as the processing of step S16 of FIG. 4 described in the first embodiment or the processing of step S20 of FIG. It may be performed instead.
  • step S30, step S16, and step S20 in FIG. 10 when the processing of step S30, step S16, and step S20 in FIG. 10 is performed instead of the processing of step S16 in FIG. 4 described in the first embodiment, the deviation ⁇ V is equal to or less than a predetermined threshold T1. Even if it is determined (YES in step S14 of FIG. 4), if it is determined that there is a vehicle operation by the user (YES in step S30 of FIG. 10), the target route calculation unit 32 is based on the actual vehicle speed V2. Then, a new target route is calculated (step S20 in FIG. 10). On the other hand, when the processing of step S30, step S16, and step S20 of FIG. 10 is performed instead of the processing of step S20 of FIG.
  • the target route calculation unit 32 is based on the target vehicle speed V1. A new target route is calculated (step S16 in FIG. 10).
  • the generation method determination unit 30 determines whether or not a user has operated a vehicle (user vehicle operation) (see FIG. 10).
  • step S30 a deviation ⁇ V between the target vehicle speed V1 and the actual vehicle speed V2 of the vehicle at the route update point (predetermined timing) is calculated, and the deviation ⁇ V is compared with a predetermined threshold T1 (step S14 in FIG. 4).
  • a predetermined threshold T1 YES in step S14 in FIG. 4
  • the presence or absence of a vehicle operation (user vehicle operation) by the user may be determined (step S30 in FIG. 10).
  • the target route calculation unit 32 (generation unit) is based on the actual vehicle speed V2 at the route update point (predetermined timing).
  • a new target route target vehicle speed V1 may be generated. Thereby, a target route can be generated based on both the running state of the vehicle and the vehicle operation by the user.
  • the generation method determination unit 30 determines the presence or absence of a vehicle operation (user vehicle operation) by the user.
  • a deviation ⁇ V between the target vehicle speed V1 and the actual vehicle speed V2 at the route update point (predetermined timing) is calculated, and the deviation ⁇ V is compared with a predetermined threshold T1 (FIG. 10).
  • step S14 when the deviation ⁇ V is larger than the predetermined threshold T1 (NO in step S14 in FIG. 4), it may be determined whether or not the user has operated the vehicle (user vehicle operation) (step in FIG. 10).
  • the target route calculation unit 32 (generation unit) is based on the target vehicle speed V1 at the route update point (predetermined timing).
  • a new target route target vehicle speed V1 may be generated. Thereby, a target route can be generated based on both the running state of the vehicle and the vehicle operation by the user.
  • autonomous traveling control is performed by the traveling control ECU 14, but the generation of the target route of the present application is performed when complete autonomous traveling control is not performed or autonomous traveling control is performed at all. It can also be used when not.
  • the target route generated by the target route generation ECUs 12 and 42 may be simply notified to the driver, or the driving conditions for achieving the generated target route may be notified to the user.
  • driving assistance that supports driving of the user (driver) is performed.
  • driving assistance can also be performed by performing only acceleration / deceleration or performing only steering by the traveling control device 10.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un dispositif de génération de vitesse de véhicule cible (12) qui comprend : une unité de détermination (30) qui calcule un écart (ΔV) entre une vitesse de véhicule cible (V1) et la vitesse de véhicule effective (V2) d'un véhicule à un moment prédéterminé, et qui compare l'écart (ΔV) à un seuil prédéterminé (T1) ; une unité de génération (32) qui génère une nouvelle vitesse de véhicule cible (V1) sur la base de la vitesse de véhicule cible (V1) au moment prédéterminé si l'écart (ΔV) est inférieur au seuil prédéterminé (T1), et qui génère une nouvelle vitesse de véhicule cible (V1) sur la base de la vitesse de véhicule effective (V2) au moment prédéterminé si l'écart (ΔV) est supérieur au seuil prédéterminé (T1).
PCT/IB2015/001078 2015-01-05 2015-06-30 Dispositif de génération de vitesse de véhicule cible et dispositif de commande d'entraînement WO2016110730A1 (fr)

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CN113147760A (zh) * 2021-05-26 2021-07-23 江苏盛海智能科技有限公司 一种无人驾驶定速巡航控制方法及终端

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JP2006281899A (ja) * 2005-03-31 2006-10-19 Toyota Motor Corp 車両およびその制御方法
JP2010076695A (ja) * 2008-09-29 2010-04-08 Advics Co Ltd 車両の速度制御装置
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JP2019501809A (ja) * 2016-11-17 2019-01-24 バイドゥドットコム タイムズ テクノロジー （ベイジン） カンパニー リミテッドＢａｉｄｕ．ｃｏｍ Ｔｉｍｅｓ Ｔｅｃｈｎｏｌｏｇｙ （Ｂｅｉｊｉｎｇ） Ｃｏ．， Ｌｔｄ． 自律走行車の速度を追従する方法及びシステム
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