WO2020157532A1

WO2020157532A1 - Vehicle travel control method and travel control device

Info

Publication number: WO2020157532A1
Application number: PCT/IB2019/000108
Authority: WO
Inventors: 福重孝志; 田家智
Original assignee: 日産自動車株式会社; ルノーエス．ア．エス．
Priority date: 2019-01-31
Filing date: 2019-01-31
Publication date: 2020-08-06
Also published as: JPWO2020157532A1; JP7192890B2

Abstract

According to the present invention: lane marker information and object information are obtained, wherein the lane marker information relates to a lane marker for a travel path that is a road region where a host vehicle (V0) can travel, and the object information relates to objects present around the host vehicle (V0); a travelable region for the host vehicle (V0) is generated on the basis of the lane marker information and the object information; a target path (TP) along which the host vehicle (V0) is to travel is generated in the travelable region; when automated travel control of the host vehicle (V0) is performed in accordance with the generated target path (TP), if there is a region for which lane marker information and object information are available, then the lane marker information and the object information are used to generate a travelable region for the host vehicle (V0); if there is a region for which one of marker information and object information is not available but the other information is available, then a travelable region for the host vehicle (V0) is generated on the basis of the other information; and a target path is generated in each generated travelable region, and automated travel control of the host vehicle (V0) is performed.

Description

Vehicle traveling control method and traveling control device

The present invention relates to a vehicle travel control method and a travel control device.

The position of the lane boundary line of the lane on which the vehicle travels and the position of the object existing around the vehicle are recognized in the plane coordinate system, and the recognized lane boundary line and the position of the object are changed from the plane coordinate system to the lane coordinate system. A travel control device is known in which coordinates are converted and projected, and a region in which a vehicle can travel is calculated based on a lane boundary line and an object in a lane coordinate system (Patent Document 1). Further, in this travel control device, the travelable area calculated in the lane coordinate system is inversely converted into a plane coordinate system, and a travel locus for automatically driving the vehicle is generated in the travelable area in the plane coordinate system.

Japanese Unexamined Patent Application Publication No. 2017-151768

Since the travel control device of Patent Document 1 calculates the travelable area based on the position of the lane boundary line and the positions of objects around the vehicle, a section where the lane boundary line does not exist, such as an intersection ( Hereinafter, the travelable area cannot be calculated for the area (also referred to as an area). Therefore, in the traveling control device of Patent Document 1, when traveling in an area where the lane boundary does not exist, it is necessary to stop automatic traveling and switch to manual operation.

The problem to be solved by the present invention is to provide a traveling control method and a traveling control device for a vehicle that can continue automatic traveling in an area where a lane boundary does not exist.

The present invention uses lane marker information and object information in an area where lane marker information about a lane marker of a traveling road, which is a road area where the vehicle can travel, and object information about an object existing around the vehicle can be acquired. In a region in which one of the lane marker information and the object information is unknown and the other information can be acquired, the own vehicle can travel based on the other information after generating the own vehicle travelable region. The problem is solved by generating an area, generating a target route in the generated travelable area, and executing automatic traveling control of the own vehicle.

According to the present invention, automatic traveling is not stopped even in an area where a lane boundary line (lane marker) such as an intersection does not exist, so there is no need to switch from automatic traveling to manual operation, and the range of situations in which automatic traveling control can be executed is expanded. You can

1 is a block diagram showing an embodiment of a vehicle travel control device according to the present invention. It is a block diagram which shows the functional structure of the drivable area production|generation part which concerns on 1st Embodiment. It is a top view showing a run scene of automatic run control concerning this embodiment. 4 is a lane marker occupancy map showing a lane marker occupancy state in the traveling scene of FIG. 3. 4 is an LRF occupancy map showing an occupancy state of objects in the traveling scene of FIG. 3. 4 is a radar occupancy map showing an occupancy state of an object in the traveling scene of FIG. 3. It is explanatory drawing which shows the procedure which integrates several occupancy maps and produces|generates a traveling path integrated occupancy map. It is an explanatory view showing composition of a runway integrated occupation map. It is a chart figure which shows the example of a combination of the driving|running road integrated occupation map produced|generated by integrating a lane marker occupation map and an LRF occupation map. FIG. 6 is a plan view of a crossroad-shaped intersection taken as an example of a traveling section in which no lane marker exists. It is a chart figure which shows the occupied grid map which handled the unknown area|region as an unoccupied area|region, when generating the drivable area|region by the conventional automatic traveling control. It is a chart figure which shows the occupied grid map which handled the unknown area|region as an occupied area, when generating a drivable area by the conventional automatic driving control. It is a flow chart which shows the procedure of automatic run control concerning a 1st embodiment. According to the second embodiment, a discrete value version logical table showing an analog judgment value i1 of a lane marker occupancy map, an analog judgment value i2 of an LRF occupancy map, and a region iN in which i1 and i2 are integrated is shown. FIG. It is a figure which shows the graph created so that the intermediate state of judgment value i1 and i2 might be included from the logic table of FIG. 12A. According to the second embodiment, a continuous value version logical table showing the analog judgment value i1 of the lane marker occupancy map, the analog judgment value i2 of the LRF occupancy map, and the region iN in which i1 and i2 are integrated is shown. FIG. It is a figure which shows the graph created so that the intermediate state of the determination values i1 and i2 might be included from the logic table of FIG. 13A. It is a block diagram which shows the functional structure of the drivable area production|generation part which concerns on 3rd Embodiment. It is explanatory drawing which shows the procedure which integrates several occupancy maps based on 3rd Embodiment, and produces|generates a driveway integrated occupancy map.

FIG. 1 is a block diagram showing the configuration of the travel control device VTC according to the present embodiment. The travel control device VTC according to the present embodiment is also an embodiment for implementing the vehicle travel control method according to the present invention. The travel control device VTC is, for example, an in-vehicle device mounted in a vehicle, and has various functions for controlling the travel of the host vehicle V ₀ (see FIG. 3A) in which the travel control device VTC is mounted. .. For example, the travel control device VTC has an automatic travel control function that sets a travel route toward a set destination and automatically drives the host vehicle V ₀ according to the travel route.

The travel control device VTC according to the present embodiment includes a destination setting unit 1, a vehicle position detection unit 2, a map database 3, a route setting unit 4, a sensor 5, a travelable area generation unit 6, and a target. The route generation unit 7, the route tracking control unit 8, the steering actuator 9, the steering device 10, the corner deceleration control unit 11, the vehicle speed adjustment unit 12, the vehicle speed servo 13, the engine 14, and the brake device 15. The stationary obstacle deceleration control unit 16, the stop line vehicle stop control unit 17, the preceding vehicle recognition unit 18, the headway distance control unit 19, and the presentation device 20 are provided.

Among the various parts that make up the travel control device VTC, a route setting part 4, a travelable area generation part 6, a target route generation part 7, a route following control part 8, a corner deceleration control part 11, and a vehicle speed adjustment part 12 are provided. The stationary obstacle deceleration control unit 16, the stop line stop control unit 17, the preceding vehicle recognition unit 18, and the headway distance control unit 19 are configured by one or more computers and software installed in the computers. There is. The computer includes a ROM that stores a program for causing the above-described units to function, a CPU that executes the program stored in the ROM, and a RAM that functions as an accessible storage device. Note that an MPU, DSP, ASIC, FPGA, or the like can be used instead of or together with the CPU.

The computer configuring each of the above-mentioned units, with respect to the destination setting unit 1, the vehicle position detection unit 2, the map database 3, the sensor 5, the steering actuator 9, the vehicle speed servo 13, and the presentation device 20, In order to send and receive information to and from each other, they are connected by, for example, a CAN (Controller Area Network) or other in-vehicle LAN.

The destination setting unit 1 sets a destination when the vehicle V ₀ travels by the automatic travel control function. The destination setting unit 1 includes a display device and an input device. The display device is, for example, a display such as a liquid crystal panel, and displays map information read from the map database 3, setting information for setting a destination, and the like. The input device is, for example, a device such as a touch panel arranged on a display screen, a dial switch, or a microphone capable of inputting by a driver's voice, and is used for input operation of a destination for setting information displayed on the display device. Used. The destination setting unit 1 generates destination information indicating the position of the destination based on the map information, the setting information, and the input information input from the input device.

The host vehicle position detection unit 2 detects the current position of the host vehicle V ₀ . The vehicle position detection unit 2 includes a GPS unit, a gyro sensor, a vehicle speed sensor and the like. The own vehicle position detection unit 2 detects radio waves transmitted from a plurality of satellite communications by the GPS unit, periodically acquires the position information of the own vehicle V ₀ , and the acquired position information of the own vehicle V ₀ , The current position of the host vehicle V ₀ is detected based on the angle change information acquired from the gyro sensor and the speed information acquired from the vehicle speed sensor, and host vehicle position information indicating the current position is generated.

The map database 3 stores low-precision map information 31 (see FIG. 2) used to generate a driving route and high-precision map information 32 (see FIG. 2) used for automatic driving control. The low-precision map information 31 is map information used in a general car navigation device and the like, and information about roads is recorded together with position information of various facilities and specific points. The information about roads includes information such as merge points, branch points, toll gates, lane number reduction positions, and service area (SA)/parking area (PA) position information. The high-precision map information 32 is three-dimensional map information based on the road shape detected when the vehicle used for data acquisition travels on an actual road, and together with the map information, the number of lanes, the lane width, and the lane marker (lane boundary). This is map information in which the type and position of a line is associated as three-dimensional information.

The route setting unit 4 sets the traveling route of the host vehicle V _{0 to} the destination. The route setting unit 4 includes a route generation unit 41 and a lane setting unit 42. The route generation unit 41, based on the destination information acquired from the destination setting unit 1, the own vehicle position information acquired from the own vehicle position detection unit 2, and the map information acquired from the map database 3, the own vehicle V Generate a travel route from the current position of ₀ to the destination. The lane setting unit 42 sets the lane in which the vehicle V ₀ travels on the travel route based on the high-precision map information acquired from the map database 3. In addition, this lane corresponds to a traveling road in a road region in which the host vehicle V ₀ can travel in the present invention.

The sensor 5 detects the situation around the vehicle V ₀ . The sensor 5 includes, for example, a lane camera 51 (see FIG. 2), a laser range finder 52 (see FIG. 2), and a radar device 53 (see FIG. 2).

The lane camera 51 includes an image pickup section and an image analysis section. The image capturing unit is an image sensor that captures image data by capturing a predetermined area in front of the host vehicle V ₀ , and includes, for example, a CCD wide-angle camera provided above the front window in the vehicle interior. The image capturing unit may be a stereo camera or an omnidirectional camera, or may include a plurality of image sensors. The image analysis unit analyzes the image data captured by the image capturing unit, detects a lane marker such as a center line existing in front of the vehicle V ₀ , a boundary line on the side of the curb, and the type and position of the detected lane marker. Is specified and is output as lane marker information.

A laser range finder (hereinafter, also referred to as LRF) 52 irradiates a laser beam, which is an output wave for distance measurement, around the vehicle and detects a reflected wave (detection wave) of the vehicle to detect the surroundings of the vehicle V ₀ . It detects objects such as other vehicles, motorcycles, bicycles, pedestrians, curbs on road shoulders, guardrails, wall surfaces, and embankments existing in. The LRF 52 outputs the detection result as object information around the vehicle V ₀ .

The radar device 53, another vehicle millimeter wave or ultrasonic is irradiated to the front of the own vehicle V ₀ scanning a predetermined range around the vehicle V _0, present around the vehicle V _0, motorcycles, bicycles Detects objects such as pedestrians, guardrails, walls, and embankments. For example, the radar device 53 detects the relative position (azimuth) between the detected object and the host vehicle V ₀ , the relative speed of the object, the distance from the host vehicle V ₀ to the object, and the like to detect the surroundings of the host vehicle V ₀ . Output as object information.

The drivable area generation unit 6 generates an area in which the vehicle V ₀ can travel within the travel route. The travelable area generation unit 6 acquires the travel route from the route setting unit 4, and acquires the object information around the vehicle V ₀ and the lane marker information from the lane camera 51, the LRF 52, and the radar device 53. The drivable area generation unit 6 generates a drivable area of the host vehicle V ₀ in the lane set as the travel route based on the acquired travel route, the object information, and the lane marker information.

The target route generation unit 7 generates a target route that is a follow-up target when the host vehicle V ₀ travels within the travelable area. The target route generation unit 7 acquires the travelable region information regarding the travelable region from the travelable region generation unit 6 and generates a target route in the travelable region based on the acquired travelable region information.

The route tracking control unit 8 causes the host vehicle V ₀ to travel so as to follow the target route. Specifically, the route tracking control unit 8 acquires the target route from the target route generation unit 7, and the vehicle center line set along the front-back direction of the host vehicle V ₀ is generated by the target route generation unit 7. The steering device 10 is controlled via the steering actuator 9 so as to move on the target route. As a result, the host vehicle V ₀ travels along the travel route so as to follow the target route.

The corner deceleration control unit 11 decelerates the speed of the host vehicle V ₀ so that the occupant does not feel uncomfortable when the target route generated by the target route generation unit 7 has a right turn, a left turn, a curve, or the like. .. Specifically, the corner deceleration control unit 11 acquires the target route from the target route generation unit 7, sets the speed after deceleration based on the right turn angle, the left turn angle of the target route, the radius of the curve, etc., and adjusts the vehicle speed. The deceleration information regarding the speed after deceleration is input to the unit 12. The vehicle speed adjustment unit 12 controls the engine 14 and the brake device 15 via the vehicle speed servo 13 based on the deceleration information input from the corner deceleration control unit 11 to reduce the speed of the host vehicle V ₀ .

The stationary obstacle deceleration control unit 16 avoids a stationary obstacle without giving a feeling of strangeness to an occupant when a stationary obstacle such as a parked vehicle or a traveling control area due to construction exists in a lane set as a traveling route. The speed of the host vehicle V ₀ is reduced so that it can be performed. Specifically, the stationary obstacle deceleration control unit 16 acquires the travelable area information from the travelable area generation unit 6 and the object information around the host vehicle V ₀ from the sensor 5. The stationary obstacle deceleration control unit 16 sets the speed after deceleration based on the acquired travelable area information and the object information around the own vehicle V ₀ , and the vehicle speed adjusting unit 12 decelerates the speed after deceleration. Enter the information. The stationary obstacle deceleration control unit 16 may acquire the target route from the target route generation unit 7 and set the decelerated speed based on the target route and the object information around the host vehicle V ₀ . The vehicle speed adjustment unit 12 controls the engine 14 and the brake device 15 via the vehicle speed servo 13 based on the deceleration information input from the stationary obstacle deceleration control unit 16 to reduce the speed of the host vehicle V ₀ .

The stop line stop control unit 17 stops the own vehicle V ₀ according to the stop line when the own vehicle V ₀ reaches a temporary stop point such as an intersection. Specifically, the stop line stop control unit 17 determines that the own vehicle V ₀ is an intersection or the like based on the own vehicle position information acquired from the own vehicle position detection unit 2 and the traveling route set by the route setting unit 4. The lane camera 51 of the sensor 5 detects the position of the stop lane as well as the arrival of the vehicle. Then, the stop line stop control unit 17 controls the engine 14 and the brake device 15 via the vehicle speed servo 13 by the vehicle speed adjustment unit 12 to stop the host vehicle V ₀ in line with the stop line.

When there is a preceding vehicle traveling in the same lane as the own vehicle V ₀ , the preceding vehicle recognizing unit 18 and the following distance control unit 19 determine the speed of the own vehicle V _{0 in} order to maintain a predetermined distance between the preceding vehicle and the preceding vehicle. Slow down. Specifically, the preceding vehicle recognition unit 18 recognizes the preceding vehicle based on the object information output from the radar device 53 of the sensor 5, determines the distance between the preceding vehicle and the host vehicle V _0, and the relative speed with respect to the preceding vehicle. Is calculated, and the calculation result is input to the following distance control unit 19 as the following distance information and the relative speed information. Based on the inter-vehicle distance information and the relative speed information input from the preceding vehicle recognizing unit 18, the following distance control unit 19 causes the vehicle speed adjusting unit 12 to perform a vehicle speed servo control 13 so that a predetermined following distance is provided between the preceding vehicle and the preceding vehicle. The engine 14 and the brake device 15 are controlled via the.

The presentation device 20 presents information to the driver of the own vehicle V ₀ . The presentation device 20 includes, for example, a display included in a navigation device, a display incorporated in a room mirror, a display incorporated in a meter unit, a head-up display projected on a windshield, a speaker included in an audio device, and a vibrating body. It is a device such as a seat seat device. When the target route generation unit 7 cannot generate the target route during the execution of the automatic traveling control, the presentation device 20 presents the driver of the own vehicle V ₀ with the cancellation of the automatic traveling control.

<<1st Embodiment>>
FIG. 2 is a block diagram showing the functional configuration of the travelable area generation unit 6 according to this embodiment. The drivable area generation unit 6 includes traveling road occupancy map generation units 61 to 64 and a map integration unit 65.

The traveling road occupancy map generation unit 61 determines the occupancy status of the lane markers around the host vehicle V ₀ based on the lane marker information acquired from the lane camera 51 of the sensor 5 by three types of determination classes: occupied, unoccupied, and unknown. judge. The lane marker occupancy status indicates whether or not a lane marker is provided on the road, and when the lane marker is provided on the road, the area where the lane marker is provided on the road is occupied by the lane marker. If the lane marker is not provided on the road, it is determined that the area on the road where the lane marker is not provided is not occupied by the lane marker (not occupied) and whether the lane marker is provided on the road. Areas where is unknown are unknown. The road occupancy map generation unit 61 determines the lane marker information based on the above-described determination class, so that the area around the host vehicle V ₀ is an occupied area occupied by the lane marker and an unoccupied area not occupied by the lane marker. , A first lane marker occupancy map classified into unknown regions whose occupancy status by the lane markers is unknown. The first lane marker occupancy map corresponds to the first traveling road occupancy map of the present invention.

For example, the own lane the vehicle V ₀ is, as shown in FIG. 3, when the vehicle is traveling on a one-lane road left-hand traffic having a branch path JL to the left, lane camera 51, the vehicle V ₀ is traveling The center line CL of L1 and the boundary line BL arranged on the road shoulder side are detected as lane markers, the type and position of the detected lane markers are specified, lane marker information is generated, and the generated lane marker information is used as a travel road occupation map. Output to the generation unit 61.

The travel route occupancy map generation unit 61 determines, based on the lane marker information acquired from the lane camera 51, the occupancy status of the lane marker around the host vehicle V ₀ by three types of determination classes: occupied, unoccupied, and unknown. The traveling road occupancy map generation unit 61 generates the first lane marker occupancy map OM1 (hereinafter also referred to as an occupancy map OM1) shown in FIG. 4A by determining the lane marker information according to the above-described determination class. In the first lane marker occupancy map OM1, the area where the center line CL and the boundary line BL exist (the area shown by hatching in the figure) is classified as the occupied area OA1. A region between the center line CL and the boundary line BL (region shown by hatching of minute points in the figure) is classified into the unoccupied region NA1. Further, a region outside the center line CL and the boundary line BL (a region shown by a solid color in the figure) is classified as an unknown region UA1 as a region in which the lane marker cannot be detected due to the out-of-range of the lane camera 51 or a blind spot. It

The traveling road occupancy map generation unit 62 determines the occupancy status of the object around the host vehicle V ₀ based on the object information acquired from the LRF 52 of the sensor 5 by three types of determination classes: occupied, unoccupied, and unknown. .. Note that if the occupancy status of the object, the region on the road indicates whether the vehicle V ₀ other object is present, the object other than the vehicle V ₀ is present in the region on the road, the object is It is assumed that the existing area is occupied by the object, and when there is no object other than the own vehicle V ₀ on the road, the area where the object does not exist is not occupied by the object (unoccupied), and The case where it is unknown whether or not there is an object other than the vehicle V ₀ is unknown. Further, the travel route occupancy map generation unit 62, based on the determination result of the occupancy state, occupies an area occupied by the object, an unoccupied area not occupied by the object, and an object around the host vehicle V _0. An LRF occupancy map classified into an unknown area whose occupancy status is unknown is generated. The LRF occupation map corresponds to the second road occupancy map of the present invention.

For example, when the host vehicle V ₀ is traveling on the left lane 1 lane road shown in FIG. 3, the LRF 52 installs a curb C on the shoulder side of the host lane L1 and a distribution box installed on the sidewalk SW. The object Q and the preceding vehicle V ₁ traveling in front of the own vehicle V ₀ in the own lane L1 are detected as objects around the own vehicle V ₀ , and object information including position information of the detected object is generated.

Based on the object information acquired from the LRF 52, the travel route occupancy map generation unit 62 determines the occupancy status of the object around the host vehicle V ₀ by three types of determination classes: occupied, unoccupied, and unknown, and the determination is made. Based on the result, the LRF occupation map OM3 (hereinafter, also referred to as an occupation map OM3) shown in FIG. 4B is generated. In this LRF occupation map OM3, the area where the object exists is classified into the occupation area OA3. The area where no object exists is classified into the unoccupied area NA3. Further, a region where the object cannot be detected due to a range outside the LRF 52, a blind spot, or the like is classified into the unknown region UA3. Note that, in FIG. 4B, the occupied area OA3, the unoccupied area NA3, and the unknown area UA3 are indicated by hatching, hatching of minute points, and solid color, as in the first lane marker occupancy map OM1.

The traveling road occupancy map generation unit 63 determines the occupancy status of the object around the host vehicle V ₀ based on the object information acquired from the radar device 53 of the sensor 5 by three types of determination classes: occupied, unoccupied, and unknown. judge. The definition of the occupancy status of the object is the same as that in the case of the road occupancy map generation unit 62, and thus detailed description will be omitted. The traveling road occupancy map generation unit 63 occupies the area around the host vehicle V ₀ based on the determination result of the occupancy state, the occupied area occupied by the object, the unoccupied area not occupied by the object, and the object occupied by the object. A radar occupancy map classified into an unknown region whose condition is unknown is generated. The radar occupancy map corresponds to the second road occupancy map of the present invention.

For example, when the host vehicle V ₀ is traveling on the left lane 1 lane road shown in FIG. 3, the radar device 53 sets the installation object Q on the sidewalk SW and the preceding vehicle V 1 on the host lane L 1 to the host vehicle V 0. _It is detected as an object around ₀ and object information including position information of the detected object is generated. The traveling road occupancy map generation unit 63 determines the occupancy status of the object around the host vehicle V ₀ based on the object information acquired from the radar device 53 by three types of determination classes, occupied, unoccupied, and unknown, Based on the determination result, the radar occupancy map OM4 (hereinafter also referred to as occupancy map OM4) shown in FIG. 4C is generated. In this radar occupancy map OM4, the area where the object exists is classified into the occupied area OA4, and the other areas are classified into the unknown area UA4. Note that, in FIG. 4C, the occupied area OA4 and the unknown area UA4 are indicated by hatching and solid areas, respectively, like the first lane marker occupancy map OM1.

Note that since the radar device 53 used for automatic vehicle traveling control is generally configured to detect only an object having a predetermined height or higher from the road surface, the center line CL, the curb C, etc. are not detected. Therefore, in the radar occupancy map OM4 of FIG. 4C generated based on the detection result of the radar device 53, there is no unoccupied area. In addition, since the radar device 53 can detect the guardrail or the retaining wall on the road where the guardrail or the retaining wall is installed instead of the center line CL or the curb C, the radar occupation map OM4 includes the guardrail. An unoccupied area NA4 recognized based on the retaining wall is generated.

The travel route occupancy map generation unit 64, based on the high-accuracy map information acquired from the map database 3 and the vehicle position information acquired from the vehicle position detection unit 2, detects the lane markers existing around the vehicle V ₀ . The lane marker information is generated by specifying the type and position. In addition, the travel route occupancy map generation unit 64 determines the occupancy status of the object around the host vehicle V ₀ based on the generated lane marker information by using three types of determination classes: occupied, unoccupied, and unknown, and the occupancy status is determined. Based on the determination result of _1. , the surroundings of the vehicle V ₀ are classified into an occupied area occupied by the lane marker, an unoccupied area not occupied by the lane marker, and an unknown area in which the occupancy status by the lane marker is unknown. A second lane marker occupancy map OM2 (hereinafter also referred to as an occupancy map OM2) is generated. The second lane marker occupancy map OM2 is substantially the same as the first lane marker occupancy map OM1 generated based on the lane marker information of the lane camera 51, and therefore is not shown.

As shown in FIG. 5, the map unifying unit 65 unifies the first lane marker occupancy map OM1, the second lane marker occupancy map OM2, the LRF occupancy map OM3, and the radar occupancy map OM4 to integrate the travel route integrated occupancy map. Generate IOM. Specifically, as shown in steps A to D of FIG. 5, the map integration unit 65 generates a base map M0 including the own vehicle V ₀ , and the radar occupancy map OM4 and the first map are included in the base map M0. The lane marker occupancy map OM1 and the second lane marker occupancy map OM2 and the LRF occupancy map OM3 are sequentially overlapped to generate a travel route integrated occupancy map IOM.

Also, the map integration unit 65 determines the occupied area, the unoccupied area and the unknown area of the travel route integrated occupied map IMO according to the combination of the occupied area, the unoccupied area and the unknown area of the occupied maps OM1 to OM4. The map generated according to the combination of the occupied area and the unoccupied area in this way is generally called an occupied grid map (Occupancy grid map).

Specifically, as shown in FIG. 6, the map integration unit 65 considers safety in the area where at least one of the occupancy maps OM1 to OM4 is an occupancy area, and occupies the travel route integrated occupancy map IOM. Classify into area IOA. In addition, the map unifying unit 65 gives priority to the continuation of the self-propelled driving control to the unoccupied area INA of the traveling route integrated occupancy map IOM for the area where the unoccupied areas of the occupancy maps OM1 to OM4 and the unknown area overlap. Classify. Furthermore, the map integration unit 65 determines that an area where only the unknown areas of the occupancy maps OM1 to OM4 overlap is certain to be an unknown area, and classifies it into the unknown area IUA of the travel route integrated occupancy map IOM. That is, the map unifying unit 65 sets priorities for the occupied area, the unoccupied area, and the unknown area, and the travel path integrated occupancy map IOM unifies the maps so that the occupied area is preferentially set. Is going. In FIG. 6, the occupied area IOA, the unoccupied area INA, and the unknown area IUA are indicated by hatching, hatching of minute dots, and solid color, respectively, as in the first lane marker occupancy map OM1.

The target route generation unit 7 generates the target route TP only in the unoccupied area INA where it is certain that there are no obstacles based on the travel route integrated occupancy map IOM generated by the map integration unit 65. For example, in the travel route integrated occupancy map IOM shown in FIG. 6, the target route generation unit 7 generates the target route TP in the central portion that is equidistant from the left and right boundary lines of the unoccupied area INA of the travel route integrated occupancy map IOM. To do. The route follow-up control unit 8 executes the automatic traveling control of the own vehicle V ₀ so as to follow the target route TP generated by the target route generation unit 7.

In order to ensure the safety of the automatic travel control, the target route generation unit 7 sets the target of the travel route integrated occupancy map IOM depending on the combination of the occupancy maps OM1 to OM4 used to generate the travel route integrated occupancy map IOM. Do not generate the route TP. That is, if the unoccupied area INA is generated in the travel route integrated occupancy map IOM on the basis of either the lane marker information or the surrounding object information, the target route generation unit 7 is within the unoccupied area INA. Although the target route TP is generated in the above, the target route TP is not generated when the unoccupied area INA is not generated in the travel route integrated occupation map IOM.

FIG. 7 is generated by integrating the first lane marker occupancy map generated based on the lane marker information of the lane camera 51 and the LRF occupancy map generated based on the object information of the LRF 52 by the map integrating unit 65. It is a chart figure which shows the example of a combination of a traveling path integrated occupation map. For example, as shown in the upper left part of the chart of FIG. 7, the first lane marker occupancy map in which the lane marker is detected from the lane marker information of the lane camera 51 and the object around the host vehicle V ₀ are detected from the object information of the LRF 52. When the LRF occupancy map is integrated, a non-occupied area is generated in the travel route integrated occupancy map, so that automatic travel control is possible.

Further, as shown in the lower left part of the chart of FIG. 7, the first lane marker occupancy map in which the lane marker is detected from the lane camera information of the lane camera 51 and the object around the host vehicle V ₀ are detected from the object information of the LRF 52. When it is not possible and the LRF occupancy map having only the unknown region is integrated, the unoccupied region is generated by the first lane marker occupancy map in the travel route integrated occupancy map, so that the automatic traveling control is possible.

Further, as shown in the upper right part of the chart of FIG. 7, the lane marker cannot be detected from the lane marker information of the lane camera 51, and the first lane marker occupancy map in which only the unknown area is present and the object information of the LRF 52 show the own vehicle V _0. When the LRF occupancy map in which the objects around are detected is integrated, the non-occupied region is generated by the LRF occupancy map in the travel route integrated occupancy map, so that the automatic traveling control is possible.

In the example shown in the lower right part of the chart diagram of FIG. 7, with respect to these three types of integrated roadway occupancy maps, the lane marker cannot be detected from the lane marker information of the lane camera 51, and the first lane marker occupancy map is only the unknown area. , The object around the host vehicle V ₀ cannot be detected from the object information of the LRF 52, and the LRF occupancy map having only the unknown region is integrated, and the unoccupied region is not generated in the travel route integrated occupancy map. In this case, automatic traveling control is disabled.

In this way, the target route generation unit 7 uses the travel route integrated occupancy map generated based on the lane marker information and the object information in the unoccupied region in the area where the lane marker information and the surrounding object information can be acquired. Generate a target route. On the other hand, in an area in which one of the lane marker information or the surrounding object information is unknown and the other information can be acquired, it is generated based on either the lane marker information or the surrounding object information. Since the target route is generated in the unoccupied area of the integrated roadway occupancy map, even if the vehicle is traveling in an area where the lane marker does not temporarily exist during automatic travel control, or if object information cannot be acquired, The traveling control can be continued. For example, the crossroads-shaped intersection CS shown in FIG. 8 is an area where lane markers such as the center line CL and the boundary line BL are temporarily absent, but such lane marker information cannot be obtained by the conventional automatic traveling control. When the vehicle travels in the area, since the travelable area cannot be generated, the automatic travel control is stopped and the operation is switched to the manual operation. However, according to the present embodiment, even when the lane marker information cannot be obtained, if the unoccupied area can be generated in the traveling route integrated occupancy map based on the object information of the LRF 52 and the radar device 53, the target route can be generated. Can be generated to continue the automatic travel control.

Further, when the lane marker occupancy map of only the unknown area and the LRF occupancy map of only the unknown area are integrated, the target route is not generated in the travel route integrated occupancy map, so that the automatic travel control can be reliably stopped. Therefore, the safety of the automatic traveling control can be further enhanced.

Even in the conventional automatic driving control, the occupancy grid map is used to generate the drivable area of the host vehicle V _0. However, only the two classifications of the occupied area and the unoccupied area are used, and the unknown area is unknown. Was treated as an occupied area or an unoccupied area. FIG. 9 is a chart of an occupied grid map used to generate a travelable area in the conventional automatic travel control, and shows Conventional Example 1 in which an unknown area is treated as a non-occupied area. The hatching of the occupied area and the unoccupied area is the same as in the chart of FIG. 7.

In Conventional Example 1, as shown in the upper left, lower left, and upper right of the chart, the lane marker or surrounding objects can be detected by at least one of the lane marker information of the lane camera 51 and the object information of the LRF 52. In this case, the travelable area is generated and the target route can be set as in the present embodiment. However, in Conventional Example 1, as shown in the lower right part of the chart of FIG. 9, when the lane marker and the surrounding object could not be detected by the lane marker information of the lane camera 51 and the object information of the LRF 52, it is originally necessary. If so, the unknown area is treated as an unoccupied area, so that automatic traveling control becomes possible.

Therefore, in the conventional automatic driving control, it was common to prioritize the safety of automatic driving control and handle unknown areas as occupied areas. FIG. 10 is a chart of an occupancy grid map used to generate a travelable area in conventional automatic traveling control, and shows a second conventional example in which an unknown area is treated as an occupied area. The hatching of the occupied area and the unoccupied area is the same as in the chart of FIG. 7.

In this conventional example 2, as shown in the lower right part of the chart of FIG. 10, when the lane marker and the surrounding object cannot be detected by the lane marker information of the lane camera 51 and the object information of the LRF 52, the area becomes an unknown area. The target route cannot be set because the area is treated as an occupied area. However, as shown in the lower left and upper right of the chart, even when the lane marker or the surrounding object can be detected by either the lane marker information of the lane camera 51 or the object information of the LRF 52, the integrated occupation In the grid map, the entire area becomes the occupied area, so the automatic travel control is stopped.

As described above, according to the present embodiment, it is possible to increase the number of driving scenes in which the automatic driving control can be performed while further improving the safety as compared with the automatic driving control using the occupancy grid maps of the conventional examples 1 and 2. is there.

Next, the operation of the automatic travel control according to the present embodiment will be described according to the flowchart shown in FIG.

When the driver of the host vehicle V ₀ instructs the cruise control device VTC to execute automatic cruise control, the cruise control device VTC activates the lane camera 51, the LRF 52, and the radar device 53 of the sensor 5, and a lane marker around the host vehicle V ₀ , An object around the host vehicle V ₀ is detected.

The travel route occupancy map generation unit 61 determines, based on the lane marker information acquired from the lane camera 51, the occupancy status of the lane markers around the host vehicle V ₀ by three types of determination classes: occupied, unoccupied, and unknown, based on the determination result of the occupancy status, the area around the vehicle V _0, an occupation area OA1 occupied by the lane marker, the unoccupied area NA1 unoccupied lane marker, the unknown region occupancy is unknown by lane markers UA1 And the first lane marker occupancy map OM1 classified into

The travel route occupancy map generation unit 62 determines the occupancy status of the object around the host vehicle V ₀ based on the object information acquired from the LRF 52, using three types of determination classes: occupied, unoccupied, and unknown, and the occupancy status is determined. based on the determination result, the area around the vehicle V _0, the occupied region OA3 occupied by the object, the unoccupied areas NA3 not occupied on the object, the unknown region UA3 occupation state is unknown by the object, The LRF occupation map OM3 classified into 1.

The traveling road occupancy map generation unit 63 determines the occupancy status of the object around the host vehicle V ₀ based on the object information acquired from the radar device 53 by three types of determination classes, occupied, unoccupied, and unknown, based on the determination result of the occupancy status, the area around the vehicle V _0, the occupied region OA4 occupied by the object, the unoccupied area NA4 not occupied on the object, the unknown occupancy by the object is unknown regions UA4 And a radar occupancy map OM4 classified into

The travel route occupancy map generation unit 64, based on the high-accuracy map information acquired from the map database 3 and the vehicle position information acquired from the vehicle position detection unit 2, detects the lane markers existing around the vehicle V ₀ . The lane marker information is generated by specifying the type and position. In addition, the travel route occupancy map generation unit 64 determines the occupancy status of the object around the host vehicle V ₀ based on the generated lane marker information by using three types of determination classes: occupied, unoccupied, and unknown, and the occupancy status is determined. Based on the determination result of _1. , the surroundings of the vehicle V ₀ are classified into an occupied area occupied by the lane marker, an unoccupied area not occupied by the lane marker, and an unknown area in which the occupancy status by the lane marker is unknown. The second lane marker occupancy map OM2 is generated.

The map integration unit 65 integrates the first lane marker occupancy map OM1, the second lane marker occupancy map OM2, the LRF occupancy map OM3, and the radar occupancy map OM4 to generate a travel route integrated occupancy map IOM. The map integration unit 65 also determines the occupied area IOA, the unoccupied area INA, and the unknown area IUA of the travel route integrated occupied map IMO according to the combination of the occupied area, the unoccupied area, and the unknown area of the occupied maps OM1 to OM4. To do.

As shown in step S1 of FIG. 11, the travel control device VTC determines whether or not the lane marker information or the object information can be acquired from the generated travel route integrated occupation map IOM, and from the travel route integrated occupation map IOM. When either one or both of the lane marker information and the object information can be acquired, the automatic traveling control is executed in the next step S2. In this automatic travel control, the target route generation unit 7 generates the target route TP in the unoccupied area INA of the travel route integrated occupancy map IOM, and the route tracking control unit 8 sets the generated target route TP to the own vehicle V. _The steering actuator 9 and the vehicle speed adjustment unit 12 are controlled so that ₀ follows, and the host vehicle V ₀ is automatically driven.

As shown in step S3 of FIG. 11, the travel control device VTC travels in an area where a lane marker such as an intersection does not exist or an area where high-precision map information including information about the lane marker does not exist during execution of the automatic travel control. If the lane marker information cannot be acquired and the lane marker information cannot be acquired from the road integrated occupancy map IOM, the object information of the road integrated occupancy map IOM whose lane marker information cannot be acquired as shown in step S4. From this, it is determined whether the target route TP can be generated.

When it is possible to generate the target route TP from the object information of the travel route integrated occupancy map IOM for which the lane marker information cannot be acquired, the traveling control device VTC determines the target route TP according to the generated target route TP as shown in step S5. 2 The automatic traveling control is continued for the predetermined time T2. The second predetermined time T2 is, for example, the vehicle V ₀ is set an area where lane marker is not present, such as crossing time can pass. As a result, it is possible to prevent the automatic travel control from being stopped when the host vehicle V ₀ travels in an area such as an intersection where a lane marker does not exist and which is shorter than a predetermined distance.

In addition, when neither the lane marker information nor the object information can be acquired in step S4 and the target route TP cannot be generated from the traveling route integrated occupancy map IOM, the traveling control device VTC performs step S6 as shown in step S6. to S3 to the fifth predetermined time in T5, presented to the driver of the host vehicle V ₀ to the effect to stop the automatic travel control by the presentation device 20, abort the automatic travel control to the driver of the vehicle V _0, i.e., the manual operation Prompt for preparation. Further, as shown in step S7, the traveling control device VTC stops the automatic traveling control within the first predetermined time T1 from step S3, and causes the driver of the own vehicle V ₀ to start the manual driving operation. The first predetermined time T1 and the fifth predetermined time T5 are set to be shorter than the second predetermined time T2 in order to prompt the driver of the own vehicle V ₀ to start the manual driving operation quickly. Is T2>T1>T5.

As shown in step S8, the traveling control device VTC uses the lane marker from the integrated lane map IOM during the second predetermined time T2 in which the vehicle V ₀ travels in an area where the lane marker such as an intersection does not exist by automatic traveling control. When the information and the object information cannot be acquired and the target route TP cannot be generated, as shown in step S9, the presentation device 20 that the automatic traveling control is stopped within the fifth predetermined time T5 from step S8. To present to the driver of the own vehicle V ₀ to prompt the preparation for manual driving. Further, as shown in step S10, the traveling control device VTC stops the automatic traveling control within the third predetermined time T3 from step S8, and causes the driver of the own vehicle V ₀ to start the manual driving operation. The third predetermined time T3 and the fifth predetermined time T5 are set to times shorter than the second predetermined time T2 in order to prompt the driver of the own vehicle V ₀ to start the manual driving operation quickly. Is T2>T3>T5.

As shown in step S11, the travel control device VTC uses the travel path integrated occupation IOM map during the second predetermined time T2 in which the vehicle V ₀ travels in an area where no lane marker exists, such as an intersection, by automatic travel control. When the information can be detected, the process proceeds to step S2 and the normal automatic traveling control is executed.

In addition, as shown in step S12, after the second predetermined time T2 has passed, that is, although the vehicle V ₀ has passed through an area such as an intersection where no lane marker exists, the lane marker information is acquired from the integrated lane marker information IOM map. If the object information cannot be recognized and the target route TP cannot be generated, as shown in step S13, the presenting device 20 informs that the automatic traveling control is stopped within the fifth predetermined time T5 from step S12. Present to V ₀ drivers. Further, as shown in step S14, the traveling control device VTC stops the automatic traveling control within the fourth predetermined time T4 from step S12, and causes the driver of the own vehicle V ₀ to start the manual driving operation. The fourth predetermined time T4 and the fifth predetermined time T5 are set to be shorter than the second predetermined time T2 in order to prompt the driver of the own vehicle V ₀ to start a manual driving operation quickly. Is T2>T4>T5. The first predetermined time T1, the third predetermined time T3, and the fourth predetermined time T4 for stopping the automatic traveling control of the host vehicle V ₀ may use the same time or may be set to different times. Good.

As described above, the traveling control device VTC and the traveling control method for a vehicle according to the present embodiment include the lane marker information regarding the lane marker of the traveling road that is the road area in which the own vehicle V ₀ can travel and the surroundings of the own vehicle V ₀ . Object information regarding an existing object is acquired, a drivable area of the vehicle V ₀ is generated based on the lane marker information and the object information, and a target for the vehicle V ₀ to travel within the generated drivable area. generates a path TP, according to the generated target path TP, is intended to perform the automatic travel control of the vehicle V _0, the section where the vehicle V ₀ is not present in the lane marker, i.e., a region where the lane marker information can not be acquired When traveling, a travelable area of the host vehicle V ₀ is generated based on the object information, a target route TP is generated within the generated travelable area, and automatic travel control of the host vehicle V ₀ is continued. .. On the contrary, when the host vehicle V ₀ travels in a region where the object information cannot be acquired, a travelable region of the host vehicle V ₀ is generated based on the lane marker information, and the generated travelable region is generated. The target route TP is generated therein, and the automatic traveling control of the host vehicle V ₀ is continued. As a result, the automatic traveling control can be continued even in an area such as an intersection where no lane marker exists or an area where object information cannot be acquired. Further, since it is not necessary to switch from the automatic driving control to the manual driving of the driver inside an intersection or the like, the safety of the automatic driving control can be further enhanced.

Further, according to the vehicle travel control device VTC and the travel control method according to the present embodiment, the occupancy status of the lane markers around the host vehicle V ₀ is determined by the occupied, unoccupied, and unknown determination classes based on the lane marker information. Based on the determination result of the occupancy status, the occupancy area occupied by the lane marker, the unoccupied area not occupied by the lane marker, and the unknown area in which the occupancy status by the lane marker is unknown around the host vehicle V _0. The first lane marker occupancy map OM1 and the second lane marker occupancy map OM2 classified into Furthermore, based on the object information, the occupancy status of the object around the host vehicle V ₀ is determined by three types of determination classes, occupied, unoccupied, and unknown, and the host vehicle V ₀ is determined based on the determination result of the occupancy status. LRF occupancy map OM3 and radar occupancy map OM4 classified into an area occupied by an object, an unoccupied area not occupied by the object, and an unknown area whose occupancy by the object is unknown. To do. Then, the occupancy maps OM1 to OM4 are integrated to generate the travel route integrated occupancy map IOM, and the target route TP is generated based on the travel route integrated occupancy map IOM. According to this, not the area around the vehicle V ₀ by footprint and unoccupied areas, so classified in the unknown region, generating a target route TP analyzes the situation in the vicinity of the vehicle V ₀ in detail be able to. Therefore, even when the target route TP is generated based on only the object information, the safety of the automatic driving control can be further enhanced.

Further, according to the vehicle travel control device VTC and the travel control method according to the present embodiment, the automatic travel control is executed when the lane marker information can be acquired from the integrated road occupancy map IOM, and during execution of the automatic travel control. If the lane marker information cannot be acquired from the travel route integrated occupancy map IOM, the automatic travel control is stopped within the first predetermined time T1. Further, if the target route TP can be generated from the object information of the integrated travel route integrated map IOM before the automatic travel control is stopped, the automatic travel control is continued for the second predetermined time T2. According to this, for example, by setting the first predetermined time T1 to an appropriate time, it is possible to stop the automatic travel control until the host vehicle V ₀ finishes traveling in the area where the lane marker information cannot be acquired. Further, by setting the second predetermined time T2 to an appropriate time, for example, the automatic travel control can be continued until the host vehicle V ₀ finishes passing through the area where the lane marker information cannot be acquired. Therefore, the stop and the continuation of the automatic traveling control can be switched at an appropriate timing, so that the safety of the automatic driving control can be further enhanced.

Further, according to the vehicle travel control device VTC and the travel control method of the present embodiment, if the target route TP cannot be generated from the travel route integrated occupancy map IOM within the second predetermined time T2, the automatic travel is performed. The control is stopped within the third predetermined time T3. According to this, for example, by setting the second predetermined time T2 and the third predetermined time T3 to appropriate times, the automatic travel control is performed by the time the vehicle V0 finishes traveling in the area where the lane marker information cannot be acquired. Can be canceled. Therefore, the automatic traveling control can be stopped at an appropriate timing, so that the safety of the automatic driving control can be further enhanced.

Further, according to the vehicle travel control device VTC and the travel control method of the present embodiment, when the lane marker information can be acquired from the travel route integrated occupancy map IOM within the second predetermined time, the normal Since the automatic traveling control is continued, the safety of the automatic driving control can be further enhanced.

Further, according to the vehicle travel control device VTC and the travel control method according to the present embodiment, if the lane marker information cannot be acquired from the road integrated occupancy map IOM within the second predetermined time, the automatic Since the driving control is stopped within the fourth predetermined time T4, if the fourth predetermined time T4 is set to an appropriate time, it is possible to safely stop the automatic driving control and transfer the driving operation to the occupant of the vehicle V _0. Therefore, the safety of the automatic driving control can be further enhanced.

Further, according to the vehicle travel control device VTC and the travel control method according to the present embodiment, when the automatic travel control is stopped, the fact that the vehicle occupant is in the fifth predetermined time T5 is notified to the occupant of the vehicle V _0. Since the notification is given, if the fifth predetermined time T5 is set to an appropriate time, the occupant of the own vehicle V ₀ can be prompted to prepare for the suspension of the automatic travel control, and the switching from the automatic travel control to the manual operation can be smoothly performed. It can be carried out.

Further, according to the vehicle travel control device VTC and the travel control method of the present embodiment, the travel route integrated occupancy map IOM is generated by superimposing the occupancy maps OM1 to OM4, and at least one of the occupancy maps OM1 to OM4 is generated. An area that is an occupied area in one occupancy map is an occupied area of the travel route integrated occupancy map IOM, and an area that is an unoccupied area in at least one of the occupancy maps OM1 to OM4 is an unknown area in another occupancy map. The unoccupied area of the travel route integrated occupancy map IOM, and the area that is an unknown area in all the occupancy maps of the occupancy maps OM1 to OM4 is an unknown area in the travel route integrated occupancy map IOM. According to this, the occupied areas of the occupancy maps OM1 to OM4, the unoccupied areas, and the unknown area are integrated by giving priority to each other, so that the occupied areas are preferentially set in the travel route integrated occupancy map IOM. Therefore, the automatic traveling control can be executed by giving priority to safety.

Further, according to the vehicle travel control device VTC and the travel control method according to the present embodiment, the target is set only in the unoccupied area INA of the travel route integrated occupancy map IOM in which it is certain that there is no other object such as an obstacle. Since the route TP is generated, the safety of automatic driving control can be further enhanced.

<<Second Embodiment>>
In the first embodiment described above, the occupancy of lane markers and objects around the host vehicle V ₀ is so-called digitally determined by three types of determination classes, occupied, unoccupied, and unknown, to determine the occupancy. Based on the result, the surroundings of the own vehicle V ₀ are classified into an occupied area, a non-occupied area, and an unknown area. The occupied, unoccupied, and unknown determination classes are analog intermediate states of each determination class. May be included. The analog intermediate state of each determination class is, for example, when the unknown determination value is 0, the occupation determination value is +1 and the non-occupancy determination value is -1, the intermediate state of these determination values is Include it. In this way, the determination class is made to include the intermediate state of the determination value, because the reliability of the detection result of the lane marker or the object by the sensor 5 is the road condition at the time of detection, the environment such as weather, time, season, etc. This is because it changes with changes in.

FIG. 12A shows an analog determination value i1 of the first lane marker occupancy map generated based on the lane marker information of the lane camera 51 and an analog determination value i1 of the LRF occupancy map generated based on the object information of the LRF 52. It is a logic table of the discrete value version which shows the area|region iN which integrated the judgment value i2 and i1 and i2. In such a logical table, the unknown judgment values of i1 and i2 are 0, the judgment value of occupancy is +1 and the judgment value of non-occupancy is -1, and the logic table is arranged so as to include an intermediate state of these judgment values. When made into a graph, the graph is as shown in FIG. As can be seen from this graph, the occupied, unoccupied, and unknown determination classes are made to include the intermediate state of each determination class in an analog manner, and thus the lane marker and the object around the vehicle V ₀ can be more detailed. The target route can be generated by grasping the occupation status.

In addition, in FIG. 12, the graph based on the discrete value version of the logical table showing the judgment value i1, the judgment value i2, and the region iN in which the judgment values i2 and i1 and i2 are integrated has been described, but as shown in FIG. , A determination value i1, a determination value i2, and a graph as shown in FIG. 13B, which is created based on the logical table of the continuous value version showing the region iN in which i1 and i2 are integrated may be used. In this case, in the area where the judgment value i1 and the judgment value i2 have the same sign, the area where the judgment value has a large absolute value is the area iN of the roadway integrated occupation map, and the judgment value i1 and the judgment value i2 are areas with different signs Then, the area of iN obtained by calculating i2-i1×i2+i1 is set as the area iN of the roadway integrated occupation map. As a result, it is possible to generate a target route by grasping a more detailed occupancy status of lane markers and objects around the host vehicle V ₀ .

As described above, the vehicle travel control device VTC and the travel control method according to the present embodiment include the intermediate states of the determination classes in an analog manner with respect to the occupied, unoccupied, and unknown determination classes. , The occupancy status based on the detection result of the sensor 5 can be reflected in the generation of the target route even when the reliability and the confidence are low.

In addition, the vehicle travel control device VTC and the travel control method according to the present embodiment have an unknown determination value of 0, an occupancy determination value of +1, and a non-occupancy determination value as intermediate states of analog determination classes. Since the intermediate state between these determination values is included when -1, the state with low reliability and certainty of the occupancy state based on the detection result by the sensor 5 is held as a scalar value, and the target route Will be able to be reflected in the generation of.

Further, in the vehicle travel control device VTC and the travel control method according to the present embodiment, the determination value of each region of the first traveling road occupancy map is i1, and the determination value of each region of the second traveling road occupancy map is i2. When the judgment value i1 and the judgment value i2 have the same sign, the judgment value i1 and the judgment value i2 have different signs when the judgment value i1 and the judgment value i2 have different signs. , I2−i1×i2+i1 is used as the area of the roadway integrated occupancy map, the reliability of the occupancy situation based on the detection result of the sensor 5 and even from a state of low confidence The occupancy status after integration can be obtained and reflected in the generation of the target route.

<<Third Embodiment>>
Further, in the first embodiment, the first lane marker occupancy map OM1 based on the lane camera 51, the second lane marker occupancy map OM2 based on the high-precision map information 32, the LRF occupancy map OM3 based on the LRF52, and the radar device 53. Although the radar occupancy map OM4 is integrated to generate the traveling road integrated occupancy map IOM, an occupancy map other than these may be further added to generate the traveling road integrated occupancy map.

For example, when the lane marker cannot be recognized from the integrated roadway occupancy map IOM during execution of the automatic traveling control, when the traveling section is a wide intersection of roads having a plurality of lanes, the LRF 52 and the radar device 53 Although there is a possibility that the direction of returning from the intersection to the lane set on the target route TP may not be known only with the travelable area generated from the object information, the moving direction from the intersection to the lane using the low-precision map information 31. It is possible to reduce the lateral shift amount of the host vehicle V ₀ when returning from the intersection into the lane by using the movement trajectory of the preceding vehicle V ₁ .

FIG. 14 is a block diagram showing a functional configuration of the drivable area generation unit 6A according to this embodiment. The drivable area generation unit 6A includes a traveling road occupancy map generation unit 66, a traveling road occupancy map generation unit 66, in addition to the traveling road occupancy map generation units 61 to 64 and the map integration unit 65 according to the first embodiment. The preceding vehicle trajectory recognition unit 68 is provided.

When traveling in a section such as an intersection where the lane marker information cannot be obtained from the lane camera 51 or the high-precision map information 32, the travel route occupancy map generation unit 66 acquires the low-precision map information acquired from the map database 3 and the vehicle position. A low-precision map occupancy map OM5 (see FIG. 15) that can be used to calculate the target angle from the intersection to the lane in which the target route TP was generated is generated based on the own vehicle position information acquired from the detection unit 2. To do.

The traveling road occupancy map generation unit 67 and the preceding vehicle trajectory recognition unit 68 determine the movement trajectory of the preceding vehicle V ₁ when traveling in a section such as an intersection where the lane marker information cannot be obtained from the lane camera 51 or the high precision map information 32. By using this, the preceding vehicle occupancy map OM6 (see FIG. 15) that can be used to obtain the target angle from the intersection to the lane in which the target route TP was generated is generated. The preceding vehicle locus recognition unit 68 records the moving position of the preceding vehicle detected by the radar device 53 at predetermined time intervals, and generates preceding vehicle locus information regarding the moving locus of the preceding vehicle V ₁ . The traveling road occupancy map generation unit 67 generates the preceding vehicle occupancy map OM6 in which the preceding vehicle locus is a non-occupied region based on the preceding vehicle locus information acquired from the preceding vehicle locus recognition unit 68.

As shown in FIG. 15, the drivable area generation unit 6A of the present embodiment uses the first lane marker occupancy map OM1 based on the lane marker information of the lane camera 51 and the second lane marker occupancy map based on the lane marker information of the high accuracy map information 32. When OM2 cannot be obtained, the LRF occupancy map OM3 and the radar occupancy map OM4 are integrated with one or both of the low-precision map occupancy map OM5 and the preceding vehicle occupancy map OM6, and the map integration unit 65 A travel route integrated occupation map IOM1 is generated. By applying the analog class determination described in the second embodiment to the travel route integrated occupancy map IOM1, the non-occupancy region recognized based on the low-precision map occupancy map OM5 and the preceding vehicle occupancy map OM6. Since the INA1 has high reliability and certainty, the target route TP is corrected by using the unoccupied area INA1 to reduce the lateral shift amount of the host vehicle V ₀ when returning to the lane from the intersection. Is possible.

As described above, when the vehicle travel control device VTC and the travel control method according to the present embodiment cannot acquire the lane marker information from the travel route integrated occupation map at an intersection or the like during execution of the automatic travel control, a vehicle position information about the current position of the vehicle V _0, obtains the low-precision map information 31 in the periphery of the current position of the vehicle V _0, an intersection or the like based on the vehicle position information and the low-precision map information 31 Since the target angle to the lane in which the target route TP is generated can be calculated from, it is possible to reduce the lateral deviation amount of the host vehicle V ₀ when returning from the intersection into the lane.

Further, the vehicle travel control device VTC and the travel control method according to the present embodiment are arranged in front of the host vehicle V ₀ when the lane marker information cannot be acquired from the roadway integrated occupation map during execution of the automatic travel control. Since it is possible to detect the traveling locus of the preceding vehicle V ₁ traveling on the road and calculate the target direction from the intersection or the like to the lane in which the target route TP is generated based on the traveling locus, when returning to the lane from the intersection. It is possible to reduce the lateral shift amount of the subject vehicle V ₀ .

1... Destination setting unit 2... Own vehicle position detection unit 3... Map database 31... Low accuracy map information 32... High accuracy map information 4... Route setting unit 5... Sensor 51... Lane camera 52... Laser range finder (LRF)
Reference numeral 53... Radar device 6... Travelable area generation unit 61 to 64, 66, 67... Travel road occupation map generation unit 65... Map integration unit 68... Preceding vehicle locus recognition unit 7... Target route generation unit 8... Route following control unit 20 ... presentation device VTC ... travel control device V 0 _... vehicle V 1 _... preceding vehicle L1 ... own lane CL ... center line BL ... boundary line C ... curbs SW ... sidewalk Q ... installed object OM1 ... first lane marker occupancy map OM2 ... first 2-lane marker occupancy map OM3... LRF occupancy map OM4... Radar occupancy map IOM... Roadway integrated occupancy map OA1, OA2, OA3, OA4, IOA... Occupied areas NA1, NA2, NA3, NA4, NOA... Non-occupied areas UA1, UA2, UA3, UA4, UOA... Unknown area TP... Target route

Claims

Acquiring lane marker information about a lane marker of a traveling road that is a road area in which the host vehicle can travel, and object information about objects existing around the host vehicle,
Based on the lane marker information and the object information, generate a travelable area of the own vehicle,
In the travelable area, generate a target route for the vehicle to travel,
A travel control method for a vehicle that executes automatic travel control of the host vehicle according to the generated target route,
Of the road area, the area where the lane marker information and the object information can be obtained generates a travelable area of the own vehicle using the lane marker information and the object information, and the lane marker information or the object information One information is an unknown area, and the area where the other information can be obtained, generates a travelable area of the own vehicle based on the other information,
A travel control method for a vehicle, wherein the target route is generated in the generated travelable area and the automatic travel control of the own vehicle is executed.
Based on the lane marker information, the occupancy status of the lane marker around the host vehicle is determined by occupancy, non-occupancy and unknown determination class, and based on the determination result of the occupancy status, around the host vehicle, An occupied area occupied by the lane marker, a non-occupied area not occupied by the lane marker, and an unknown area in which the occupancy status by the lane marker is unknown are generated to generate a first roadway occupation map,
Based on the object information, the occupancy status of the object in the surroundings of the own vehicle, occupancy, unoccupied and determined by an unknown determination class, based on the determination result of the occupancy situation, the surroundings of the own vehicle, An occupied area occupied by the object, a non-occupied area not occupied by the object, and an unknown area in which the occupancy status by the object is unknown, generate a second travel road occupation map,
The first travel route occupation map and the second travel route occupation map are integrated to generate a travel route integrated occupation map,
The vehicle travel control method according to claim 1, wherein the target route is generated based on the travel route integrated occupancy map.
When the lane marker information can be acquired, the automatic traveling control is executed,
When the lane marker information cannot be acquired during execution of the automatic travel control, the automatic travel control is stopped within a first predetermined time,
The vehicle traveling according to claim 2, wherein the automatic traveling control is continued for a second predetermined time when the target route can be generated from the traveling route integrated occupancy map before the automatic traveling control is stopped. Control method.
The vehicle traveling according to claim 3, wherein when the target route cannot be generated from the travel route integrated occupancy map within the second predetermined time, the automatic travel control is stopped within a third predetermined time. Control method.
The vehicle travel control method according to claim 3 or 4, wherein the automatic travel control is continued when the lane marker information can be acquired from the travel route integrated occupancy map within the second predetermined time.
6. The automatic traveling control is stopped within a fourth predetermined time if the lane marker information cannot be acquired from the travel route integrated occupancy map within the second predetermined time. 2. A vehicle traveling control method according to item 1.
The vehicle traveling control method according to any one of claims 3 to 6, wherein when the automatic traveling control is stopped, an occupant of the vehicle is notified of the fact within a fifth predetermined time.
The travel route integrated occupancy map is generated by superimposing the first travel route occupancy map and the second travel route occupancy map,
An area in which at least one of the first traveling road occupancy map and the second traveling road occupancy map is an occupied area is an occupied area in the traveling road integrated occupancy map,
An area in which one of the first travel path occupancy map and the second travel path occupancy map is a non-occupied area and the other is an unknown area is a non-occupied area in the travel path integrated occupancy map,
The vehicle traveling control method according to claim 2, wherein a region in which both the first traveling road occupancy map and the second traveling road occupancy map are unknown regions is an unknown region in the traveling road integrated occupancy map.
The vehicle travel control method according to claim 2, wherein the occupied, unoccupied, and unknown determination classes include intermediate states of each determination class in an analog manner.
The intermediate state of each analog determination class is an intermediate state between these determination values when the unknown determination value is 0, the occupation determination value is +1 and the non-occupancy determination value is -1. The traveling control method for a vehicle according to claim 9, including a state.
The travel route integrated occupancy map is generated by superimposing the first travel route occupancy map and the second travel route occupancy map,
When the determination value of each area of the first traveling road occupation map is i1 and the determination value of each area of the second traveling road occupation map is i2,
In a region where the determination value i1 of the first traveling road occupancy map and the determination value i2 of the second traveling road occupancy map have the same sign, the region of the determination value having a large absolute value is set in the traveling road integrated occupation map. Area and
In a region where the determination value i1 of the first traveling road occupancy map and the determination value i2 of the second traveling road occupancy map have different signs, the region of iN obtained by calculating i2-i1×i2+i1 is described above. The travel control method for a vehicle according to claim 10, wherein the travel road integrated occupancy map area is set.
The vehicle traveling control method according to claim 2, wherein the target route is generated only in a non-occupied region of the traveling route integrated occupation map.
When the lane marker information cannot be acquired from the travel route integrated occupancy map during execution of the automatic traveling control, the vehicle position information regarding the current position of the vehicle and the vicinity of the current position of the vehicle are displayed. Get map information and
A target angle is calculated based on the vehicle position information and the map information,
The vehicle traveling control method according to claim 2, wherein the calculated target angle is reflected in the target route.
When the lane marker information cannot be acquired from the travel route integrated occupancy map during execution of the automatic travel control,
Detecting the traveling locus of the preceding vehicle traveling in front of the own vehicle,
Calculate the target direction based on the running trajectory,
The vehicle traveling control method according to claim 2, wherein the calculated target direction is reflected in the target route.
Acquiring lane marker information about a lane marker of a traveling road that is a road area in which the host vehicle can travel, and object information about objects existing around the host vehicle,
Based on the lane marker information and the object information, generate a travelable area of the own vehicle,
In the travelable area, generate a target route for the vehicle to travel,
A travel control device for a vehicle that executes automatic travel control of the host vehicle according to the generated target route,
The traveling control device,
Of the road area, the area where the lane marker information and the object information can be obtained generates a travelable area of the own vehicle using the lane marker information and the object information, and the lane marker information or the object information One information is an unknown area, and the area where the other information can be obtained, generates a travelable area of the own vehicle based on the other information,
A travel control device for a vehicle, which generates the target route in the generated travelable area and executes automatic travel control of the own vehicle.
The traveling control device,
Based on the lane marker information, the occupancy status of the lane marker around the host vehicle is determined by occupancy, non-occupancy and unknown determination class, and based on the determination result of the occupancy status, around the host vehicle, An occupied area occupied by the lane marker, a non-occupied area not occupied by the lane marker, and an unknown area in which the occupancy status by the lane marker is unknown are generated to generate a first roadway occupation map,
Based on the object information, the occupancy status of the object in the surroundings of the own vehicle, occupancy, unoccupied and determined by an unknown determination class, based on the determination result of the occupancy situation, the surroundings of the own vehicle, An occupied area occupied by the object, a non-occupied area not occupied by the object, and an unknown area in which the occupancy status by the object is unknown, generate a second travel road occupation map,
The first travel route occupation map and the second travel route occupation map are integrated to generate a travel route integrated occupation map,
The vehicle travel control device according to claim 15, wherein the target route is generated based on the travel route integrated occupancy map.