WO2019008649A1 - 運転支援車両の目標車速生成方法及び目標車速生成装置 - Google Patents
運転支援車両の目標車速生成方法及び目標車速生成装置 Download PDFInfo
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- WO2019008649A1 WO2019008649A1 PCT/JP2017/024401 JP2017024401W WO2019008649A1 WO 2019008649 A1 WO2019008649 A1 WO 2019008649A1 JP 2017024401 W JP2017024401 W JP 2017024401W WO 2019008649 A1 WO2019008649 A1 WO 2019008649A1
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/14—Adaptive cruise control
- B60W30/143—Speed control
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/14—Adaptive cruise control
- B60W30/143—Speed control
- B60W30/146—Speed limiting
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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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
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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
- 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
- B60W40/02—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 ambient conditions
- B60W40/04—Traffic conditions
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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
- 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
- B60W40/02—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 ambient conditions
- B60W40/06—Road conditions
- B60W40/076—Slope angle of the road
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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
- 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
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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
- 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
- B60W40/107—Longitudinal acceleration
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/12—Lateral speed
- B60W2520/125—Lateral acceleration
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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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope
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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
- B60W2554/00—Input parameters relating to objects
- B60W2554/40—Dynamic objects, e.g. animals, windblown objects
- B60W2554/404—Characteristics
- B60W2554/4042—Longitudinal speed
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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
- B60W2554/00—Input parameters relating to objects
- B60W2554/40—Dynamic objects, e.g. animals, windblown objects
- B60W2554/406—Traffic density
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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
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
- B60W2554/804—Relative longitudinal speed
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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
- B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
- B60W2555/60—Traffic rules, e.g. speed limits or right of way
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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
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/103—Speed profile
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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
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/106—Longitudinal acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2300/00—Purposes or special features of road vehicle drive control systems
- B60Y2300/14—Cruise control
- B60Y2300/143—Speed control
- B60Y2300/146—Speed limiting
Definitions
- the present disclosure relates to a target vehicle speed generation method and a target vehicle speed generation device for a driving support vehicle that generates a target acceleration / deceleration of a host vehicle according to a speed limit of a host vehicle travel path.
- the present disclosure has been made in view of the above problems, and when traveling with driving assistance, to cope with various roads with different speed limits, and to prevent the passenger from giving an uncomfortable feeling without disturbing the traffic flow. With the goal.
- the present disclosure is a method of generating a target vehicle speed of a driving support vehicle that generates a target vehicle speed of the own vehicle according to the speed limit of the own vehicle traveling path. While driving, get the speed limit of the own road.
- the target vehicle speed is generated according to the speed limit and the target acceleration is generated.
- the acceleration limit value is set larger in the direction in which the acceleration limit is loosened as the speed limit is higher.
- FIG. 1 is an entire system diagram showing an automatic driving control system to which a target vehicle speed generation method and a target vehicle speed generation device according to a first embodiment are applied. It is a block diagram which shows the detailed structure of the target vehicle speed production
- 5 is a flowchart showing a flow of acceleration characteristic control processing executed by the automatic driving control unit of the first embodiment. It is a flowchart which shows the flow of the speed limit setting process in step S2 of the flowchart of FIG. It is a flowchart which shows the flow of the acceleration restriction
- 5 is a flowchart showing a flow of deceleration characteristic control processing executed by the automatic driving control unit of the first embodiment. It is a flowchart which shows the flow of the deceleration restriction
- the target vehicle speed generation method and the target vehicle speed generation apparatus use the generated target acceleration / deceleration information for vehicle speed control, and an automatically driven vehicle (steering / driving / braking is automatically controlled by selection of an automatic driving mode Application to a vehicle).
- an automatically driven vehicle steering / driving / braking is automatically controlled by selection of an automatic driving mode Application to a vehicle.
- the configuration of the first embodiment will be described by being divided into “overall system configuration” and “detailed configuration of target vehicle speed generation unit”.
- FIG. 1 is an overall system diagram showing an automatic driving control system to which a target vehicle speed generation method and a target vehicle speed generation device according to a first embodiment are applied. Hereinafter, the entire system configuration will be described based on FIG.
- the automatic driving control system includes a sensor 1, an automatic driving control unit 2, and an actuator 3.
- the automatic driving control unit 2 is a computer that includes an arithmetic processing unit such as a CPU and executes arithmetic processing.
- the sensor 1 includes a surrounding recognition camera 11, a rider / radar 12 (LIDAR ⁇ RADAR), a wheel speed sensor 13, a yaw rate sensor 14, a map (MAP) 15, and a GPS 16.
- a rider / radar 12 LIDAR ⁇ RADAR
- a wheel speed sensor 13 a wheel speed sensor 13
- a yaw rate sensor 14 a map (MAP) 15, and a GPS 16.
- MAP map
- the surrounding recognition camera 11 is an on-vehicle imaging device provided with an imaging device such as a CCD, for example.
- the surrounding recognition camera 11 is installed at a predetermined position of the host vehicle and captures an object around the host vehicle.
- an obstacle on the road on which the vehicle is traveling or an obstacle outside the road on which the vehicle is traveling road structure, leading vehicle, following vehicle, oncoming vehicle, oncoming vehicle, surrounding vehicles, pedestrians, bicycles, two-wheeled vehicles
- a plurality of on-vehicle cameras may be combined as the surroundings recognition camera 11.
- the rider / radar 12 is a distance measuring sensor, and may use a method known at the time of application, such as a laser radar, a millimeter wave radar, an ultrasonic radar, a laser range finder, and the like.
- the rider / radar 12 detects obstacles on the road on which the vehicle is traveling and obstacles outside the road on which the vehicle is traveling (road structures, leading vehicles, following vehicles, oncoming vehicles, oncoming vehicles, surrounding vehicles, pedestrians, bicycles, two-wheeled vehicles). If the viewing angle is insufficient, a plurality of vehicles may be mounted.
- a rider a distance measurement sensor that emits light
- a radar a distance measurement sensor that emits a radio wave
- the wheel speed sensor 13 is provided on each of the four wheels and detects the wheel speed of each wheel. Then, the wheel speed average value of the left and right driven wheels is used as the current vehicle speed detection value (current vehicle speed).
- the yaw rate sensor 14 is an attitude sensor that detects a yaw rate of the vehicle (rotational angular velocity about a vertical axis passing through the center of gravity of the vehicle).
- a yaw rate of the vehicle rotational angular velocity about a vertical axis passing through the center of gravity of the vehicle.
- the gyro sensor which can detect the pitch angle of a vehicle, a yaw angle, and a roll angle is included.
- the map 15 is a so-called electronic map, and is information in which latitude and longitude are associated with map information.
- the map 15 has road information associated with each point, and the road information is defined by nodes and links connecting the nodes.
- the road information includes information specifying the road by the position / area of the road, the road type for each road, the road width for each road, and the shape information of the road.
- the road information associates and stores information on the position of the intersection, the approach direction of the intersection, the type of the intersection, and other intersections for each identification information of each road link.
- the road information includes road type, road width, road shape, whether to go straight, whether to advance, whether to overtake (possibility of entering an adjacent lane), speed limit, etc. for each identification information of each road link. Corresponds and stores information on roads in
- the GPS 16 (abbreviation of "Global Positioning System”) detects the traveling position (latitude / longitude) of the own vehicle while traveling.
- the automatic driving control unit 2 includes a target travel route generation unit 21, a speed limit information acquisition unit 22, a target vehicle speed generation unit 23, a drive control unit 24, a braking control unit 25, and a steering angle control unit 26. Prepare.
- the target travel route generation unit 21 receives information from the surrounding area recognition camera 11, the rider / radar 12, the map 15, and the GPS 16, and generates a target travel route of the vehicle.
- the speed limit information acquisition unit 22 inputs information from the surrounding area recognition camera 11, the rider / radar 12, the map 15, and the GPS 16, and acquires speed limit information.
- the speed limit information acquisition unit 22 estimates the traffic flow by the sign recognition unit 221 that recognizes the speed limit sign, the surrounding vehicle recognition unit 222 that recognizes the surrounding vehicle of the own vehicle, and the moving speed of the surrounding vehicle of the own vehicle And a traffic flow estimation unit 223.
- the speed limit information of the host vehicle travel road is acquired by any of the following (a1) to (d1).
- (a1) The legal speed by recognizing the road sign from the sign recognition unit 221 is acquired as the speed limit.
- (b1) Acquire legal speed based on prior information from map data as speed limit.
- the traffic flow estimation unit 223 estimates the traffic flow based on the plurality of surrounding vehicle position information obtained from the surrounding vehicle recognition unit 222. Based on the estimated traffic flow information, the speed determined as the speed at which the vehicle can travel without significantly departing from the traffic flow is acquired as the speed limit.
- (d1) When a plurality of speed limits are obtained simultaneously from a road sign, map data, etc., the minimum value of the plurality of speed limits is selected as the speed limit.
- the target vehicle speed generation unit 23 receives the speed limit information from the speed limit information acquisition unit 22 and the vehicle speed information from the wheel speed sensor 13 and generates a target vehicle speed of the vehicle.
- the target vehicle speed is generated according to the actual vehicle speed of the host vehicle and the speed limit of the road on which the host vehicle is traveling, and the target acceleration and target deceleration are generated.
- the drive control unit 24 receives the target vehicle speed and the target acceleration from the target vehicle speed generation unit 23, calculates a drive control command value by vehicle speed servo control, and outputs the calculation result to the engine actuator 31.
- the braking control unit 25 receives the target vehicle speed and the target deceleration from the target vehicle speed generating unit 23, calculates the braking control command value by the vehicle speed servo control, and outputs the calculation result to the brake hydraulic actuator 32.
- the steering angle control unit 26 receives the target travel route information of the vehicle from the target travel route generation unit 21 and determines the target steering angle so that the vehicle follows the target travel route of the vehicle. Then, the steering angle control command value is calculated so that the actual steering angle matches the target steering angle, and the calculation result is output to the steering angle actuator 33.
- the actuator 3 has an engine actuator 31, a brake hydraulic actuator 32, and a steering angle actuator 33.
- the engine actuator 31 is an actuator that receives a drive control command value from the drive control unit 24 and controls the engine drive force.
- an engine actuator and a motor actuator may be used, and in the case of an electric vehicle, a motor actuator may be used.
- the brake hydraulic actuator 32 is a hydraulic booster that receives a brake control command value from the brake control unit 25 and controls the brake hydraulic braking force.
- the steering angle actuator 33 is a steering angle control motor that receives a steering angle control command value from the steering angle control unit 26 and controls the steering angle of the steered wheels.
- FIG. 2 shows a detailed configuration of the target vehicle speed generation unit 23 of the target vehicle speed generation device of the first embodiment.
- the detailed configuration of the target vehicle speed generation unit 23 provided in the automatic driving control unit 2 will be described based on FIG.
- the target vehicle speed generation unit 23 includes a vehicle speed command calculation unit 231 (a speed limit), another vehicle speed command calculation unit 232, and a minimum vehicle speed command arbitration unit 233.
- the target acceleration is generated in the transition period when the target vehicle speed increases, and conversely, the target vehicle speed decreases.
- the target deceleration is generated in the transition period.
- a speed difference calculation unit 231a between the speed limit and the actual vehicle speed a first acceleration limiter calculation unit 231b, a second acceleration limiter calculation unit 231c, an acceleration limiter arbitration unit 231d, and an acceleration jerk limit value
- a setting unit 231e, a deceleration limiter calculation unit 231f, and a deceleration jerk limit value setting unit 231g are included.
- the speed difference calculation unit 231a calculates the speed difference between the speed limit and the own vehicle speed.
- the first acceleration limiter (acceleration limit value setting unit) generates the target acceleration based on the limit speed
- the first acceleration limiter (first acceleration limit value) moves in a direction to ease the acceleration limit as the limit speed increases. Set the larger. That is, when the first acceleration limiter is large, a target acceleration in which the slope of the vehicle speed rise is steep is generated, and when the first acceleration limiter is small, the slope of the vehicle speed rise is a moderate target acceleration.
- the second acceleration limiter calculation unit 231c (acceleration limit value setting unit) sets the second acceleration limiter (second acceleration restriction value) larger in the direction of loosening the acceleration limitation as the speed difference from the speed difference calculation unit 231a increases. That is, when the speed difference is large, the slope of the vehicle speed increase generates a steep target acceleration, and when the speed difference is small, the slope of the vehicle speed increase generates a moderate target acceleration.
- the acceleration limiter arbitration unit 231d selects the smaller one of the first acceleration limiter from the first acceleration limiter calculation unit 231b and the second acceleration limiter from the second acceleration limiter calculation unit 231c. Then, the limiter value selected by the minimum value selection is taken as the final acceleration limiter (acceleration limit value).
- the acceleration jerk limit value setting unit 231 e sets the acceleration jerk limit value larger in the direction to ease the limitation of the acceleration jerk as the speed limit is higher.
- the acceleration jerk limit value setting unit 231e receives an acceleration limiter (acceleration limit value) from the acceleration limiter mediation unit 231d, and outputs an acceleration limiter whose acceleration time change (acceleration jerk) is suppressed as a target acceleration.
- the deceleration limiter calculation unit 231 f (deceleration limitation value setting unit) sets the deceleration limiter (deceleration limitation value) larger in the direction of loosening the deceleration limitation as the limitation speed is lower. That is, when the deceleration limiter is large, the vehicle speed decrease gradient generates a steep target deceleration, and when the deceleration limiter is small, the vehicle speed decrease gradient generates a gradual target deceleration.
- the deceleration jerk limit value setting unit 231g sets the deceleration jerk limit value larger in the direction of loosening the limitation of the deceleration jerk as the speed limit is lower.
- the deceleration jerk limit value setting unit 231g receives the deceleration limiter (deceleration limitation value) from the deceleration limiter calculation unit 231f and reduces the deceleration time change (deceleration jerk) of the deceleration limiter into a target reduction. Output as speed.
- Another vehicle speed command calculation unit 232 calculates vehicle speed command values different in type from the vehicle speed command calculation unit 231 (speed limit). For example, a vehicle speed profile compatible with ACC is created based on ACC (abbreviation of "Adaptive Cruise Control"), and a vehicle speed command value (ACC) is calculated from the created vehicle speed profile.
- the vehicle speed profile corresponding to the stop line is created based on the stop line ahead of the own vehicle, and the vehicle speed command value (stop line) is calculated from the created vehicle speed profile.
- a vehicle speed profile compatible with corner deceleration is created, and a vehicle speed command value (corner deceleration) is calculated from the created vehicle speed profile.
- the vehicle speed profile corresponding to the obstacle is created based on the obstacle present in the traveling route of the own vehicle, and the vehicle speed command value (obstacle) is calculated by the created vehicle speed profile.
- FIG. 3 shows the flow of the acceleration characteristic control process executed by the automatic driving control unit 2 of the first embodiment.
- FIG. 4 shows the flow of the speed limit setting process in step S2 of the flowchart of FIG.
- FIG. 5 shows the flow of the acceleration limit setting process in step S3 of the flowchart of FIG.
- the acceleration characteristic control processing operation will be described below based on FIGS. 3 to 8.
- step S4 speed limit setting processing (FIG. 4) is executed in step S1, and the process proceeds to step S2.
- step S2 following setting of the speed limit in step S1, acceleration restriction setting processing (FIG. 5) is executed, and the process proceeds to step S3.
- step S3 following the setting of the acceleration restriction in step S2, drive control according to the acceleration restriction amount is executed, and the acceleration characteristic control is ended.
- the acceleration speed limit setting process (FIG. 5) is executed based on the speed limit, following the speed limit setting process (FIG. 4).
- Target acceleration is generated.
- the acceleration travel with the acceleration characteristic limited based on the speed limit is realized.
- step S1 of FIG. 3 executed by the speed limit information acquisition unit 22 will be described with reference to the flowchart shown in FIG.
- step S11 when the speed limit setting process is started, it is determined whether or not there is a map or sign that can acquire the speed limit. In the case of YES (map / mark present), the process proceeds to step S12, and in the case of NO (map / no mark), the process proceeds to step S13.
- step S12 following the determination of the presence of the map and the sign in step S11, the speed limit of the road on which the vehicle is traveling is acquired by the map and the sign, and the process proceeds to step S14.
- step S13 following the determination of no map or sign in step S11, the traffic flow of surrounding vehicles is estimated, the upper limit vehicle speed at which the vehicle can travel on the traffic flow is calculated, and the process proceeds to step S14.
- step S14 following the acquisition of the speed limit in step S12 or the calculation of the upper limit vehicle speed in step S13, the speed limit of the road on which the vehicle travels is set, and the speed limit setting process is ended.
- the minimum speed is set as the speed limit.
- the upper limit vehicle speed is calculated in step S13, this upper limit vehicle speed is set as the speed limit.
- the acquired speed limit is used as the speed limit information as it is. If the speed limit is not acquired from the map or the sign, the traffic flow of the surrounding vehicle is estimated, and the upper limit vehicle speed calculated as the vehicle speed at which the vehicle can travel on the traffic flow is used as the speed limit information. When two speed limits are acquired from the map and the sign, the minimum speed by the select row is used as speed limit information.
- step S2 of FIG. 3 executed by the speed difference calculation unit 231a, the first acceleration limiter calculation unit 231b, the second acceleration limiter calculation unit 231c, and the acceleration limiter arbitration unit 231d is shown in FIG. This will be described by the flowchart.
- step S21 when the acceleration restriction setting process is started, the first acceleration restriction map shown in FIG. 6 is read, the acceleration upper limit value corresponding to the speed limit is determined using the first acceleration restriction map, and the process proceeds to step S24.
- the first acceleration restriction map is set to a low acceleration upper limit value in urban area travel where the speed limit is low, and on an expressway travel where the speed limit is high. Is set to a high acceleration upper limit value. Then, in traveling on a suburban road from a low vehicle speed to a high vehicle speed, the speed limit is set to a variable value connecting a low value and a high value.
- step S22 when the acceleration restriction setting process is started, the own vehicle speed is acquired, and the process proceeds to step S23.
- step S23 following the acquisition of the host vehicle speed in step S22, the second acceleration restriction map shown in FIG. 8 is read, the deviation (speed difference) between the speed limit and the host vehicle speed is calculated, and the second acceleration restriction map is used.
- the acceleration limit value is determined by the speed difference, and the process proceeds to step S24.
- the acceleration restriction value is set to a high value in a region where the speed difference Vdif is large, and the acceleration restriction value is set to a low value in a region where the speed difference Vdif is small. Be done. Then, in an area where the speed difference Vdif transitions from a large area to a small area, it is set to a variable value connecting a high value and a low value.
- step S24 following step S21 and step S23, the minimum value of the plurality of acceleration restriction amounts is selected, the value by the selection of the minimum value is set as the final acceleration restriction value, and the acceleration restriction setting processing is ended.
- the value obtained by selecting the minimum value is the final one of the acceleration upper limit value determined according to the speed limit and the acceleration limit value determined according to the speed difference Vdif.
- the acceleration limit value is taken.
- the acceleration is limited as follows by the first acceleration limit map of FIG. (a2) When driving in urban areas where the speed limit is low, acceleration restrictions are tightened. (b2) When driving on a freeway with a high speed limit, the acceleration limit is relaxed. (c2) When traveling on a suburban road with a medium speed limit, the acceleration limit is relaxed as the speed limit increases.
- the acceleration limit value determined according to the speed difference Vdif is made the final acceleration limit value
- the acceleration is limited as follows by the second acceleration limit map of FIG. (a3) If the speed difference Vdif is small, the acceleration limit is tightened. (b3) If the speed difference Vdif is large, the acceleration limit is relaxed. (c3) When the speed difference Vdif is medium, the acceleration restriction is relaxed as the speed difference Vdif increases.
- FIG. 9 shows the flow of the deceleration characteristic control process executed by the automatic driving control unit 2 of the first embodiment.
- FIG. 10 shows the flow of the deceleration limit setting process in step S5 of the flowchart of FIG.
- the deceleration characteristic control processing operation will be described based on FIGS. 9 to 11.
- step S4 the speed limit setting process (FIG. 4) is executed in step S4, and the process proceeds to step S5.
- step S5 following the setting of the speed limit in step S4, deceleration restriction setting processing (FIG. 10) is executed, and the process proceeds to step S6.
- step S6 following the setting of the deceleration limit in step S5, the braking control corresponding to the deceleration limit amount is executed, and the deceleration characteristic control is ended.
- step S4 of FIG. 9 performed by the speed limit information acquisition unit 22 is performed according to the flowchart shown in FIG.
- step S5 of FIG. 9 executed by the deceleration limiter calculation unit 231f will be described with reference to the flowchart shown in FIG.
- step S51 when the deceleration restriction setting process is started, the deceleration restriction map shown in FIG. 11 is read out, and the deceleration restriction value according to the speed limit is determined using the deceleration restriction map, and the deceleration restriction setting process is performed. Finish.
- the deceleration limit map is set to a high value that allows a large deceleration, and the speed limit is a high vehicle speed, when traveling in an urban area where the speed limit is low.
- the deceleration limit value In expressway driving, the deceleration limit value is set to a low value which is limited by a small deceleration. Then, in traveling on a suburban road from a low vehicle speed to a high vehicle speed, the speed limit is set to a variable value connecting a high value and a low value.
- control for limiting the upper limit of the deceleration is a deceleration limit value determined according to the speed limit.
- the deceleration limit map shown in FIG. 11 limits the deceleration as follows. (a4) When traveling in urban areas where the speed limit is low, the deceleration limit is relaxed. (b4) When driving on a freeway with a high speed limit, the deceleration limit is tightened. (c4) When traveling on a suburban road with a medium speed limit, the higher the speed limit, the stricter the deceleration limit.
- FIG. 12 shows the merging action in the merging channel from the general road to the expressway
- FIG. 13 shows the vehicle speed characteristic by acceleration when merging from the suburbs road to the expressway in the comparative example
- the vehicle speed characteristic by acceleration is shown.
- the subject of a comparative example is demonstrated based on FIG.12 and FIG.13.
- the comparative example refers to one in which the limited acceleration is set according to the deviation (speed difference) between the limited speed and the own vehicle speed.
- the same acceleration vehicle speed increase gradient
- the acceleration is set to a high speed when driving at a high speed limit
- acceleration will be excessive when traveling in a city area, which will disturb the traffic flow and give the occupants a sense of discomfort.
- an appropriate acceleration is set when traveling at a low speed in a city area, acceleration becomes insufficient when traveling on a freeway, disturbing the traffic flow and giving the occupants a sense of discomfort.
- the speed of the vehicle is high when the speed of the vehicle traveling on the freeway is high when joining in the junction from the general road to the freeway. Approach running at a low level, and it is not possible to join the expressway. Then, in the case of a driving support vehicle such as an autonomous driving vehicle, the occupants intend to smoothly join on the traffic flow of the freeway, and feel uneasy because they do not intend to be waiting for merging.
- a driving support vehicle such as an autonomous driving vehicle
- FIG. 14 shows a vehicle speed characteristic by acceleration when joining a suburb road to an expressway and a vehicle speed characteristic by acceleration when starting to stop on a city road in Example 1.
- the acceleration characteristic control action will be described based on FIG.
- acceleration restriction is relaxed by traveling on an expressway with a high speed limit. That is, because the speed limit is high, as shown in the upper part of FIG. 14, the acceleration characteristic (vehicle speed increase slope characteristic) is set sharply as compared with the comparative example (broken line characteristic).
- the vehicle speed of the own vehicle can be responsively increased to the vehicle speeds of other vehicles traveling on the expressway, and can join smoothly on the traffic flow of the expressway . And since it becomes middle acceleration driving
- the acceleration restriction is intensified by the fact that the city travels at a low speed limit. That is, as shown in the lower part of FIG. 14, the acceleration characteristic (the vehicle speed increase gradient characteristic) is set to be duller than the comparative example (the broken line characteristic) because the speed limit is low.
- the vehicle speed gradually increases, and it is possible to smoothly join the traffic flow of vehicles around the vehicle traveling at a substantially constant speed. Then, when the vehicle is started on a city road, since the vehicle is gradually started and accelerated as intended by the occupant, the occupant does not feel discomfort.
- FIG. 15 shows the vehicle speed characteristic by deceleration when diverting from the expressway to the suburban road in the first embodiment and the vehicle speed characteristic by deceleration when stopping from low speed traveling on an urban road.
- the deceleration characteristic control operation will be described based on FIG.
- the deceleration limit is strengthened contrary to the acceleration limit. That is, on a freeway, the deceleration characteristic (vehicle speed decrease gradient characteristic) is set to be dull as shown in the upper part of FIG. 15 due to the high speed limit.
- the vehicle speed gradually decreases, and it is possible to divert smoothly so as to get on the traffic flow of vehicles around the host vehicle on the suburbs. Then, since the vehicle is decelerated traveling due to a gradual change in vehicle speed as intended by the passenger when branching from the expressway to the suburban road, the passenger does not feel discomfort.
- the deceleration restriction When stopping from low speed traveling on an urban road in the first embodiment, the deceleration restriction is loosened contrary to the acceleration restriction by being an urban area traveling with a low speed limit. That is, in the city area, the deceleration characteristic (vehicle speed decrease gradient characteristic) is set sharply as shown in the lower part of FIG. 15 because the speed limit is low.
- a method of generating a target vehicle speed of a driving assistance vehicle that generates a target vehicle speed of the own vehicle according to the speed limit of the own vehicle traveling path. While driving, get the speed limit of the own road.
- the target vehicle speed is generated according to the speed limit and the target acceleration is generated.
- the acceleration limit value (acceleration limiter) is set to be larger in the direction of loosening the acceleration limit as the speed limit is higher (target vehicle speed generation unit 23: FIG. 6). For this reason, when driving with driving assistance (automatic driving), the driving support vehicle (automatic driving vehicle) that copes with various roads with different speed limits and prevents giving discomfort to the occupant without disturbing the traffic flow.
- a target vehicle speed generation method can be provided.
- the target acceleration is generated by the speed limit, it is possible to set an acceleration characteristic according to the speed limit of the traveling road of the vehicle. And it can drive
- the acceleration jerk limit value is set larger in the direction to ease the limitation of the acceleration jerk as the speed limit is higher (acceleration jerk limit value setting unit 231e: FIG. 2). For this reason, in addition to the effect of (1) or (2), by limiting the acceleration jerk, the time change of the acceleration becomes smooth, and it is possible to realize both the feeling of acceleration and the ride comfort.
- the first acceleration limit value (first acceleration limiter) is set larger as the speed limit is higher (first acceleration limiter calculation unit 231b), and the speed difference between the speed limit and the own vehicle speed is
- the second acceleration limit value (second acceleration limiter) is set larger as the value is larger (second acceleration limiter calculation unit 231c), and the smaller one of the first acceleration limit value and the second acceleration limit value is selected (acceleration limiter arbitration Section 231d: FIG. 2).
- a method of generating a target vehicle speed of a driving support vehicle that generates a target vehicle speed of the own vehicle according to the speed limit of the own vehicle traveling path. While driving, get the speed limit of the own road. The target vehicle speed is generated according to the speed limit and the target deceleration is generated.
- the deceleration limit value (deceleration limiter) is set to be larger in the direction of loosening the deceleration limit as the speed limit is lower (vehicle speed command calculation unit 231: FIG. 11). For this reason, when traveling with driving assistance (automatic driving), a driving support vehicle (automatic driving vehicle) that responds to a sudden deceleration request in urban area travel etc.
- a target vehicle speed generation method of That is, in order to generate the target deceleration based on the speed limit, it is possible to set the deceleration characteristic according to the speed limit of the traveling road of the vehicle. And, in response to a rapid deceleration request for a sudden jumping out or the like in urban driving, safety can be positively secured. Furthermore, the lower the speed limit is, the larger the deceleration limit value (deceleration limiter) is set in the direction of loosening the deceleration limit. Therefore, the difference between the sense of deceleration and the ride between high speed and low speed It is possible to realize both.
- the speed reduction jerk limit value is set larger in the direction to loosen the speed reduction jerk limit as the speed limit is lower (speed reduction jerk limit value setting unit 231g: FIG. 2). For this reason, in addition to the effect of (5) or (6), by limiting the deceleration jerk, the time change of the deceleration becomes smooth, and it is possible to realize both a sense of deceleration and a ride comfort.
- a target vehicle speed generation device for a driving support vehicle equipped with a controller (automatic driving control unit 2) for generating a target vehicle speed of the own vehicle according to the speed limit of the own vehicle traveling path includes a speed limit information acquisition unit 22 and a target vehicle speed generation unit 23. While traveling, the speed limit information acquisition unit 22 acquires the speed limit of the vehicle travel path.
- the target vehicle speed generation unit 23 generates a target vehicle speed and a target acceleration according to the speed limit, and when generating the target acceleration, sets the acceleration limit value larger in the direction of loosening the acceleration restriction as the speed limit increases. Figure 1). For this reason, when driving with driving assistance (automatic driving), the driving support vehicle (automatic driving vehicle) that copes with various roads with different speed limits and prevents giving discomfort to the occupant without disturbing the traffic flow.
- a target vehicle speed generator can be provided.
- the target vehicle speed generation method and the target vehicle speed generation device of the driving assistance vehicle of the present disclosure have been described based on the first embodiment.
- the specific configuration is not limited to the first embodiment, and changes and additions in design are permitted without departing from the scope of the invention according to each claim in the claims.
- the speed limit information acquisition unit 22 acquires the speed limit from the road sign, the map data, and the traffic flow around the vehicle.
- the speed limit information acquisition unit includes an example of acquiring speed limit information when the speed limit is temporarily changed due to the weather or the like by the traffic-related infrastructure information.
- the acceleration limit value and the deceleration limit value are obtained by performing limiter calculation processing of the target acceleration characteristic and the target deceleration characteristic before limitation according to the speed limit.
- the acceleration limitation value or the deceleration limitation value may be obtained by filtering the target acceleration characteristic or the target deceleration characteristic before limitation using a filter corresponding to the limitation speed.
- Example 1 the example which applied the target vehicle speed production
- the target vehicle speed generation method and the target vehicle speed generation device according to the present disclosure use the target vehicle speed as in a driving support vehicle that performs driving assistance of the driver by displaying the target vehicle speed or a driving support vehicle equipped with only ACC.
- the present invention can be applied to any vehicle that provides driving assistance to the driver.
Abstract
Description
走行中、自車走行路の制限速度を取得する。
制限速度に応じて目標車速を生成すると共に目標加速度を生成する。
目標加速度を生成する際、制限速度が高いほど加速制限を緩める方向に加速度制限値を大きく設定する。
実施例1における目標車速生成方法及び目標車速生成装置は、生成される目標加減速度情報を車速制御に用い、自動運転モードの選択により操舵/駆動/制動が自動制御される自動運転車両(運転支援車両の一例)に適用したものである。以下、実施例1の構成を、「全体システム構成」、「目標車速生成部の詳細構成」に分けて説明する。
図1は、実施例1の目標車速生成方法及び目標車速生成装置が適用された自動運転制御システムを示す全体システム図である。以下、図1に基づいて全体システム構成を説明する。
(a1) 標識認識部221からの道路標識を認識することによる法定速度を、制限速度として取得する。
(b1) 地図データからの事前情報による法定速度を、制限速度として取得する。
(c1) 道路標識や地図データから制限速度を取得できないとき、交通流推定部223において、周囲車両認識部222から得られる複数の周囲車両位置情報に基づき交通流を推定する。推定された交通流情報に基づき、交通流から大きく逸脱することなく走行できる速度として決定した速度を、制限速度として取得する。
(d1) 道路標識や地図データなどから同時に複数の制限速度が取得されたとき、複数の制限速度の最小値を制限速度として選択する。
ここで、「目標車速生成部23」では、自車の実車速と自車が走行する道路の制限速度に応じて目標車速が生成されると共に目標加速度と目標減速度が生成される。
図2は、実施例1の目標車速生成装置の目標車速生成部23の詳細構成を示す。以下、図2に基づいて自動運転コントロールユニット2に有する目標車速生成部23の詳細構成について説明する。
つまり、最終の目標車速として制限速度が選択されているとき、自車が走行する道路の制限速度が変わらない間は一定値による制限速度が目標車速とされ、目標加速度及び目標減速度は何れもゼロとされる。しかし、制限速度が低車速から高車速へ移行する過渡期に目標加速度が生成され、逆に、制限速度が高車速から低車速へ移行する過渡期に目標減速度が生成される。また、最終の目標車速が制限速度以外の種類による目標車速から制限速度による目標車速へと切り替えられたとき、目標車速が上昇する過渡期に目標加速度が生成され、逆に、目標車速が低下する過渡期に目標減速度が生成される。
実施例1の作用を、「加速特性制御処理作用」、「減速特性制御処理作用」、「比較例の課題」、「加速特性制御作用」、「減速特性制御作用」に分けて説明する。
図3は、実施例1の自動運転コントロールユニット2にて実行される加速特性制御処理の流れを示す。図4は、図3のフローチャートのステップS2における制限速度設定処理の流れを示す。図5は、図3のフローチャートのステップS3における加速度制限設定処理の流れを示す。以下、図3~図8に基づいて加速特性制御処理作用を説明する。
ここで、ステップS12で地図と標識から2つの制限速度が取得されると、最小速度を制限速度として設定する。ステップS13で上限車速が計算されると、この上限車速を制限速度とする。
ここで、第1加速度制限マップは、図6に示すように、制限速度が低車速である市街地走行においては、加速度上限値が低い値に設定され、制限速度が高車速である高速道路走行においては、加速度上限値が高い値に設定される。そして、制限速度が低車速から高車速までの郊外路走行においては、低い値と高い値を結ぶ可変値に設定される。
ここで、速度差Vdifは、図7に示すように、制限速度Vlimから自車速Vsenseを差し引いた(Vdif=Vlim-Vsense)の式により計算される。第2加速度制限マップは、図8に示すように、速度差Vdifが大きい領域においては、加速度制限値が高い値に設定され、速度差Vdifが小さい領域においては、加速度制限値が低い値に設定される。そして、速度差Vdifが大きい領域から小さい領域へ移行する領域においては、高い値と低い値を結ぶ可変値に設定される。
(a2) 制限速度が低い市街地走行のときは、加速制限が厳しくされる。
(b2) 制限速度が高い高速道路走行のときは、加速制限が緩められる。
(c2) 制限速度が中程度の郊外路走行のときは、制限速度が高くなるほど加速制限が緩められる。
(a3) 速度差Vdifが小さい場合は、加速制限が厳しくされる。
(b3) 速度差Vdifが大きい場合は、加速制限が緩められる。
(c3) 速度差Vdifが中程度の場合は、速度差Vdifが大きくなるほど加速制限が緩められる。
図9は、実施例1の自動運転コントロールユニット2にて実行される減速特性制御処理の流れを示す。図10は、図9のフローチャートのステップS5における減速度制限設定処理の流れを示す。以下、図9~図11に基づいて減速特性制御処理作用を説明する。
ここで、減速度制限マップは、図11に示すように、制限速度が低車速である市街地走行においては、減速度制限値が大きな減速度を許容する高い値に設定され、制限速度が高車速である高速道路走行においては、減速度制限値が小さな減速度により制限する低い値に設定される。そして、制限速度が低車速から高車速までの郊外路走行においては、高い値と低い値を結ぶ可変値に設定される。
(a4) 制限速度が低い市街地走行のときは、減速制限が緩められる。
(b4) 制限速度が高い高速道路走行のときは、減速制限が厳しくされる。
(c4) 制限速度が中程度の郊外路走行のときは、制限速度が高くなるほど減速制限が厳しくされる。
図12は、一般道から高速道路への合流路における合流作用を示し、図13は、比較例において郊外路から高速道路へ合流する際の加速による車速特性と市街地道路で停車から発進する際の加速による車速特性を示す。以下、図12及び図13に基づいて比較例の課題を説明する。
図14は、実施例1において郊外路から高速道路へ合流する際の加速による車速特性と市街地道路で停車から発進する際の加速による車速特性を示す。以下、図14に基づいて加速特性制御作用を説明する。
図15は、実施例1において高速道路から郊外路へ分流する際の減速による車速特性と市街地道路で低速走行から停車する際の減速による車速特性を示す。以下、図15に基づいて減速特性制御作用を説明する。
実施例1における自動運転車両の目標車速生成方法及び目標車速生成装置にあっては、下記に列挙する効果が得られる。
走行中、自車走行路の制限速度を取得する。
制限速度に応じて目標車速を生成すると共に目標加速度を生成する。
目標加速度を生成する際、制限速度が高いほど加速制限を緩める方向に加速度制限値(加速度リミッタ)を大きく設定する(目標車速生成部23:図6)。
このため、運転支援(自動運転)により走行する際、制限速度が異なる様々な道路に対応し、交通流を乱すことなく、乗員に違和感を与えるのを防止する運転支援車両(自動運転車両)の目標車速生成方法を提供することができる。つまり、制限速度により目標加速度を生成するため、自車の走行道路の制限速度に応じた加速特性を設定することができる。そして、様々な道路に対応して、交通流を乱すことなく、乗員に違和感を与えることなく走行することができる。さらに、制限速度が高いほど加速制限を緩める方向に加速度制限値(加速度リミッタ)を大きく設定するため、制限速度が高いときと制限速度が低いときとで、加速感・乗り心地の違いの両立を実現することができる。
このため、(1)の効果に加え、高速道路走行で交通流の流れに乗るための鋭い加速と、市街地走行で安心感を実現するための緩い加速とを両立することができる。
このため、(1)又は(2)の効果に加え、加速ジャークを制限することにより、加速度の時間変化が滑らかになり、加速感・乗り心地の両立を実現することができる。
このため、(1)~(3)の効果に加え、制限速度と自車速が離れている間は制限速度に応じた加速を出しながら、制限速度に近づいてきたら、加速を緩めることができる。
走行中、自車走行路の制限速度を取得する。
制限速度に応じて目標車速を生成すると共に目標減速度を生成する。目標減速度を生成する際、制限速度が低いほど減速制限を緩める方向に減速度制限値(減速リミッタ)を大きく設定する(車速指令算出部231:図11)。
このため、運転支援(自動運転)により走行する際、制限速度が異なる様々な道路に対応し、交通流を乱すことなく、市街地走行等での急減速要求に応える運転支援車両(自動運転車両)の目標車速生成方法を提供することができる。つまり、制限速度により目標減速度を生成するため、自車の走行道路の制限速度に応じた減速特性を設定することができる。そして、市街地走行での急な飛び出し等に対する急減速要求に応え、積極的に安全を確保することができる。さらに、制限速度が低いほど減速制限を緩める方向に減速度制限値(減速度リミッタ)を大きく設定するため、制限速度が高いときと制限速度が低いときとで、減速感・乗り心地の違いの両立を実現することができる。
このため、(5)の効果に加え、高速道路走行での違和感を生じない緩い減速と、市街地走行で積極的な安全確保を容易にするための鈍い減速とを両立することができる。
このため、(5)又は(6)の効果に加え、減速ジャークを制限することにより、減速度の時間変化が滑らかになり、減速感・乗り心地の両立を実現することができる。
このため、(1)~(7)の効果に加え、道路標識に記載された法定速度に応じて、加速特性及び減速特性を変更することができる。
このため、(1)~(8)の効果に加え、地図データで表現された法定速度に応じて、加速特性及び減速特性を変更することができる。
このため、(1)~(9)の効果に加え、道路標識や地図データから制限速度を取得できないとき、交通流情報に基づいて制限速度を取得することができる。
このため、(1)~(9)の効果に加え、複数の制限速度に対して、より安全な走行が確保される方を選択することができる。
制限速度情報取得部22は、走行中、自車走行路の制限速度を取得する。
目標車速生成部23は、制限速度に応じて目標車速を生成すると共に目標加速度を生成し、目標加速度を生成する際、制限速度が高いほど加速制限を緩める方向に加速度制限値を大きく設定する(図1)。
このため、運転支援(自動運転)により走行する際、制限速度が異なる様々な道路に対応し、交通流を乱すことなく、乗員に違和感を与えるのを防止する運転支援車両(自動運転車両)の目標車速生成装置を提供することができる。
Claims (12)
- 自車走行路の制限速度に応じて自車の目標車速を生成する運転支援車両の目標車速生成方法であって、
走行中、自車走行路の制限速度を取得し、
前記制限速度に応じて目標車速を生成すると共に目標加速度を生成し、
前記目標加速度を生成する際、前記制限速度が高いほど加速制限を緩める方向に加速度制限値を大きく設定する
ことを特徴とする運転支援車両の目標車速生成方法。 - 請求項1に記載された運転支援車両の目標車速生成方法において、
前記目標加速度を生成する際、前記加速度制限値が大きいとき、車速上昇の勾配が急な目標加速度を生成し、前記加速度制限値が小さいとき、車速上昇の勾配が緩やかな目標加速度を生成する
ことを特徴とする運転支援車両の目標車速生成方法。 - 請求項1又は2に記載された運転支援車両の目標車速生成方法において、
前記目標加速度を生成する際、前記制限速度が高いほど加速ジャークの制限を緩める方向に加速ジャーク制限値を大きく設定する
ことを特徴とする運転支援車両の目標車速生成方法。 - 請求項1から3までの何れか一項に記載された運転支援車両の目標車速生成方法において、
前記加速度制限値を設定する際、前記制限速度が高いほど第1加速度制限値を大きく設定し、前記制限速度と自車速の速度差が大きいほど第2加速度制限値を大きく設定し、前記第1加速度制限値と前記第2加速度制限値のいずれか小さい方を前記加速度制限値として選択する
ことを特徴とする運転支援車両の目標車速生成方法。 - 自車走行路の制限速度に応じて自車の目標車速を生成する運転支援車両の目標車速生成方法であって、
走行中、自車走行路の制限速度を取得し、
前記制限速度に応じて目標車速を生成すると共に目標減速度を生成し、
前記目標減速度を生成する際、前記制限速度が低いほど減速制限を緩める方向に減速度制限値を大きく設定する
ことを特徴とする運転支援車両の目標車速生成方法。 - 請求項5に記載された運転支援車両の目標車速生成方法において、
前記目標減速度を生成する際、前記減速度制限値が大きいとき、車速低下の勾配が急な目標減速度を生成し、前記減速度制限値が小さいとき、車速低下の勾配が緩やかな目標減速度を生成する
ことを特徴とする運転支援車両の目標車速生成方法。 - 請求項5又は6に記載された運転支援車両の目標車速生成方法において、
前記目標減速度を生成する際、前記制限速度が低いほど減速ジャークの制限を緩める方向に減速ジャーク制限値を大きく設定する
ことを特徴とする運転支援車両の目標車速生成方法。 - 請求項1から7までの何れか一項に記載された運転支援車両の目標車速生成方法において、
前記制限速度情報を取得する際、道路標識を認識することによる法定速度を、制限速度として取得する
ことを特徴とする運転支援車両の目標車速生成方法。 - 請求項1から7までの何れか一項に記載された運転支援車両の目標車速生成方法において、
前記制限速度情報を取得する際、地図データからの事前情報による法定速度を、制限速度として取得する
ことを特徴とする運転支援車両の目標車速生成方法。 - 請求項1から7までの何れか一項に記載された運転支援車両の目標車速生成方法において、
前記制限速度情報を取得する際、道路標識や地図データから制限速度を取得できないとき、車載センサから得られる複数の周囲車両位置情報から推定される交通流情報に基づき、交通流から大きく逸脱することなく走行できる速度として決定した速度を、制限速度として取得する
ことを特徴とする運転支援車両の目標車速生成方法。 - 請求項8から10までの何れか一項に記載された運転支援車両の目標車速生成方法において、
前記制限速度情報を取得する際、複数の制限速度が取得されたとき、複数の制限速度の最小値を制限速度として選択する
ことを特徴とする運転支援車両の目標車速生成方法。 - 自車走行路の制限速度に応じて自車の目標車速を生成するコントローラを搭載した運転支援車両の目標車速生成装置であって、
前記コントローラは、
走行中、自車走行路の制限速度を取得する制限速度情報取得部と、
前記制限速度に応じて目標車速を生成すると共に目標加速度を生成する目標車速生成部と、を備え、
前記目標車速生成部は、前記目標加速度を生成する際、前記制限速度が高いほど加速制限を緩める方向に加速度制限値を大きく設定する
ことを特徴とする運転支援車両の目標車速生成装置。
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