Source: https://patents.google.com/patent/JP2006131055A/en
Timestamp: 2019-11-21 17:55:40
Document Index: 612967295

Matched Legal Cases: ['art 22', 'art 23', 'art 24', 'art 25', 'art 26', 'art 27', 'art 28', 'art 100']

JP2006131055A - Vehicle traveling controlling device - Google Patents
Vehicle traveling controlling device Download PDF
JP2006131055A
JP2006131055A JP2004321147A JP2004321147A JP2006131055A JP 2006131055 A JP2006131055 A JP 2006131055A JP 2004321147 A JP2004321147 A JP 2004321147A JP 2004321147 A JP2004321147 A JP 2004321147A JP 2006131055 A JP2006131055 A JP 2006131055A
JP2004321147A
Kazumi Isaji
Takahiko Teguri
能彦 手操
2004-11-04 Application filed by Denso Corp, 株式会社デンソー filed Critical Denso Corp
2006-05-25 Publication of JP2006131055A publication Critical patent/JP2006131055A/en
PROBLEM TO BE SOLVED: To provide a vehicle travel control device capable of achieving both safety and comfort.
A vehicle travel control unit 28 includes an absolute rule indicating an absolute requirement to be observed when the host vehicle travels, and a relative indicating a relative requirement to be ensured in the relationship between the host vehicle and another vehicle. Car travel control is executed according to a control policy based on the rules.
The present invention relates to a vehicle travel control device.
Conventionally, for example, as disclosed in Patent Document 1, inter-vehicle distance control for controlling the inter-vehicle distance between the preceding vehicle and the host vehicle, or so that the host vehicle travels while maintaining the vicinity of the center of the traveling lane. A vehicle overall control device that performs lane keeping control to be controlled has been proposed.
JP 2003-48450 A
The conventional inter-vehicle distance control and lane keeping control described above have the following problems. That is, for example, when approaching an intersection where a red signal is lit while performing inter-vehicle distance control, if the preceding vehicle enters without stopping before the intersection, the own vehicle will not stop unless the driver performs a stop operation. The vehicle follows the preceding vehicle and enters the intersection.
In addition, for example, when the host vehicle passes by an oncoming vehicle on a curved road, the driver generally travels in a position in the own lane that is further away from the adjacent lane (a position on the left side of the own lane). When the lane keeping control is performed in the situation, the host vehicle travels while maintaining the vicinity of the center of the traveling lane against the driver's intention.
As described above, the conventional inter-vehicle distance control and lane keeping control are the absolute requirements to be observed when the host vehicle travels, such as the lane and the traffic light, and the like, such as the preceding vehicle and the oncoming vehicle. Control is performed according to only one of the relative requirements to be ensured in relation to the vehicle. Therefore, it has been difficult to achieve both safety and comfort in traveling control.
The present invention has been made in view of such a problem, and an object of the present invention is to provide a vehicle travel control device that can achieve both safety and comfort.
The vehicle travel control device according to claim 1, which has been made to achieve the above object, includes road information acquisition means for acquiring information related to roads around the host vehicle, and information about other vehicles existing around the host vehicle. From other vehicle information acquisition means to acquire information, information on roads, absolute rule setting means for setting absolute rules indicating absolute requirements to be observed at least when the host vehicle travels, and information on other vehicles, A relative rule setting means for setting a relative rule indicating a relative requirement to be secured in the relationship between the own vehicle and the other vehicle, and a control policy based on the absolute rule and the relative rule are set, and in accordance with this control policy, Vehicle driving control means for executing control for acting and supporting driving by the driver of the vehicle.
Thus, the present invention includes an absolute rule indicating an absolute requirement to be observed when the host vehicle travels, and a relative rule indicating a relative requirement to be secured in the relationship between the host vehicle and the other vehicle. The vehicle travel control is executed according to the control policy based on the above.
As a result, control is executed according to a control policy based on both rules, rather than following only one of absolute rules and relative rules, as in the past, so both safety and comfort in vehicle travel control are achieved. Can be realized.
According to the vehicle travel control apparatus of the second aspect, the vehicle travel control means sets a control policy for reducing the risk to the host vehicle. Thereby, vehicle travel control for giving a driver a sense of security can be realized.
According to a third aspect of the present invention, there is provided a vehicle travel control device that measures a vehicle state at the time of a driving operation by a driver of the host vehicle and sets a driving characteristic of the driver from the measurement result; Driving preference input means for inputting preferences, and vehicle running characteristic storage means for storing the running characteristics of the host vehicle. The absolute rule setting means is based on absolute rules based on road-related information, driving characteristics, driving An absolute rule that takes into account at least one of preference and running characteristics is set. This makes it possible not only to set absolute rules based on road-related information, but also based on the absolute rules based on road-related information as a reference (basic), depending on the driver's driving characteristics, driving preferences, and vehicle types. It is possible to set an absolute rule that takes into account characteristics and the like.
According to the vehicle travel control device of claim 4, the road information acquisition means acquires information on at least one of a traffic light, a road sign, a road marking, an intersection, and a curved road, and the other vehicle information acquisition means includes: Information on at least one of the preceding vehicle, the oncoming vehicle, and the last vehicle in the traffic jam section is acquired.
As a result, it is possible to acquire detailed information regarding traffic lights, road signs, road markings, intersections, curved roads, etc., and also acquire detailed information regarding preceding vehicles, oncoming vehicles, vehicles at the end of traffic jam sections, etc. be able to.
According to the vehicle travel control device of the fifth aspect, the vehicle travel control means includes the inter-vehicle distance control for controlling the vehicle speed of the host vehicle based on the inter-vehicle distance from the preceding vehicle, and the host vehicle is maintained in the host lane. It is characterized in that at least one of the lane keeping controls for controlling the vehicle to travel is executed. Thereby, vehicle travel control such as inter-vehicle distance control and lane keeping control can be executed.
Hereinafter, a vehicle driving support device of the present invention will be described based on the drawings. In FIG. 1, the whole structure of the vehicle travel control apparatus in this embodiment is shown. As shown in the figure, the vehicle travel control device 100 includes an accelerator pedal sensor 1, a steering sensor 2, a brake sensor 3, a G sensor (acceleration sensor) 4, a yaw rate sensor 5, a vehicle speed sensor 6, a radar 7, an image sensor 8, and navigation. A device 9 is provided.
As shown in the figure, the vehicle travel control device 100 includes a throttle driver 10, a steering driver 11, a brake driver 12, a transmission controller 13, an infrastructure communication device 14, an input device 15, an alarm device 16, And an external storage device 17.
The control device 18 is a main part of the vehicle travel control device 100 and is configured as a microcomputer. The control device 18 is composed of a well-known CPU, ROM, RAM, interface (I / O), and a bus connecting these components. Since these hardware configurations are general, a detailed description of the configuration will be omitted.
The control device 18 collects information from various sensors and devices, and drives the throttle driver 10, the steering driver 11, the brake driver 12, the transmission controller 13, and the like based on the collected information. , Inter-vehicle distance control for controlling the vehicle speed of the host vehicle so that the inter-vehicle distance (or inter-vehicle time) with the preceding vehicle becomes an appropriate inter-vehicle distance (or inter-vehicle time), and the host vehicle travels while maintaining its own lane. Thus, vehicle travel control processing such as lane keeping control for controlling the steering of the host vehicle is executed.
The accelerator pedal sensor 1 detects the amount of operation of the accelerator pedal by the driver. The steering sensor 2 detects a change amount of the steering angle of the steering, and a relative steering angle is detected from the value. The brake sensor 3 detects whether or not the driver has operated the brake pedal (On / Off). Information on the operation amount of the accelerator pedal, the steering angle, and the presence / absence of the operation of the brake pedal detected by the sensors of the accelerator pedal sensor 1, the steering sensor 2, and the brake sensor 3 are output to the control device 18.
The G sensor 4 is a sensor that detects accelerations in the front, rear, left, and right directions generated in the host vehicle, and information on the detected accelerations is output to the control device 18. The yaw rate sensor 5 is a sensor that detects an angular velocity (yaw rate) around the vertical direction of the host vehicle, and information on the detected yaw rate is output to the control device 18. The vehicle speed sensor 6 is a sensor that detects the vehicle speed of the host vehicle from a signal corresponding to the rotational speed of the wheel, and information on the detected vehicle speed is output to the control device 18.
The radar 7 irradiates a predetermined range ahead of the host vehicle with a microwave or millimeter wave radio wave, or a light wave such as a laser beam, thereby reflecting a distance from a reflecting object such as a preceding vehicle or an oncoming vehicle that reflects the laser beam, The relative speed, the direction of the reflecting object with respect to the own vehicle (the lateral displacement in the left-right direction with respect to the central axis of the width of the own vehicle extending in the front-rear direction of the own vehicle), and the like are detected. Radar information indicating the detection result is output to the control device 18 after being converted into an electrical signal.
The image sensor 8 is an optical camera such as a CCD (Charge Coupled Device) mounted at a position where the front of the host vehicle can be photographed, and image processing for performing predetermined processing on an image photographed by the camera. And an image recognition unit for recognizing various objects projected on the image processed by the image processing unit. The camera of the image sensor 8 has a configuration capable of adjusting the shutter speed, the frame rate, the gain of the image digital signal output to the image processing unit, and the like.
The image sensor 8 recognizes the position of the white line on the left and right of the own lane, the lighting state of the traffic signal, etc. when a traffic signal is installed in front of the host vehicle. In response to the instruction signal from the control device 18, image information indicating the recognition result is output to the control device 18.
The navigation device 9 detects the current position of the host vehicle, automatically displays a map display function for displaying the detected current position and the surrounding map, and a route to the destination starting from the current position and the like. It is a well-known navigation device having a route guidance function for guiding to a destination while displaying a road map according to the progress of the host vehicle, a search function for searching for a location of a facility, and the like. The navigation device 9 is mainly composed of a position detector, a display device, a map data input device, etc., all not shown.
The position detector has a GPS receiver for GPS (Global Positioning System) that detects the current position of the host vehicle based on radio waves from the satellite. The display device is constituted by, for example, a liquid crystal display, and is installed near the center console in the passenger compartment of the host vehicle.
The map data input device is a device for inputting map data composed of road data, index data, drawing data, and the like. As a storage medium for storing the map data, a storage medium such as a CD-ROM or a DVD-ROM, a writable storage medium such as a memory card or a hard disk, or the like is used. Here, the link data and node data constituting the road data will be described.
First, a link is defined by dividing each road on the map at a plurality of nodes such as intersections, branches, and merging points, and each node is defined as a link. Is configured. Link data includes a unique number (link ID) that identifies the link, a link length that indicates the length of the link, link coordinates (latitude / longitude) that indicate the coordinates of the start and end of the link, road width, link radius (curvature), and the like. It consists of each data.
On the other hand, the node data describes node IDs, node coordinates (latitude / longitude), and link IDs of all links connected to the nodes, for each node where each road on the map intersects, branches, and merges. Connected link ID, a point attribute indicating whether the point corresponds to a branch / merge / intersection, and if a traffic light, road sign / road marking is installed at each point, its installation coordinates (latitude, longitude) , And the height from the ground), and the type of data.
The display device is configured by, for example, a liquid crystal display, and is generated on the screen of the display device by a vehicle position mark corresponding to the current position of the vehicle input from the position detector and map data input from the map data input device. A road map around the host vehicle can be displayed.
In response to the instruction signal from the control device 18, the navigation device 9 sends navigation information indicating the current position coordinates of the host vehicle and road data (link data, node data) up to a predetermined distance ahead of the host vehicle to the control device 18. Output.
The throttle driver 10, the steering driver 11, the brake driver 12, and the transmission controller 13 are all driven in accordance with instructions from the control device 18. The throttle driver 10 controls the output of the internal combustion engine by adjusting the opening of the throttle valve. The steering driver 11 drives the steering by generating rotational torque in the steering, and the brake driver 12 decelerates the host vehicle by adjusting the brake pressure. The transmission controller 13 selects the gear position of the automatic transmission necessary for controlling the speed of the vehicle.
The infrastructure communication device 14 is a receiver for receiving various types of information from external infrastructure equipment. For example, a VICS (Vehicle Information and Communication System) is provided via a beacon laid on a road or FM broadcast stations in various places. A VICS receiver that receives road traffic information provided from a (registered trademark) center, and a DSRC (Dedicated Short Range Communication) communication device that performs communication in a narrow range used for road-to-vehicle communication such as ETC.
The road traffic information received by this VICS receiver includes traffic information such as traffic congestion sections indicated by link coordinates, traffic congestion level of each link and travel time (required travel time) for each link, traffic closures due to accidents and construction, This is regulatory information on the closing of entrances and exits on highways. Note that the degree of congestion is expressed in a plurality of evaluation stages (for example, congestion, congestion, empty space, etc.). The received road traffic information can be displayed on the road map displayed on the display screen of the navigation device 9. This road traffic information is output to the control device 18.
In addition, the DSRC communication device receives oncoming vehicle information transmitted on a curved road or the like with poor visibility. This oncoming vehicle information is transmitted when the oncoming vehicle approaches the host vehicle. The oncoming vehicle type, speed, and position of the oncoming vehicle in the lane (substantially in the center of the lane, near the shoulder, near the center line, Line over). This oncoming vehicle information is output to the control device 18.
As the input device 15, for example, a touch switch or a mechanical switch integrated with a display device of the navigation device 9 is used, and is used for various inputs. The alarm device 16 is used when generating an alarm to the driver during the execution of the vehicle travel control process described above.
The external storage device 17 includes a readable / writable storage medium such as a memory card or a hard disk. In the external storage device 17, for example, information relating to the running characteristics of the host vehicle is stored, such as acceleration characteristics corresponding to the output level of the internal combustion engine, deceleration characteristics corresponding to the vehicle weight and tire type, and the like. In response to an instruction from the control device 18, information related to the travel characteristics (travel characteristics information) is output.
Next, a control block diagram of the control device 18 is shown in FIG. As shown in the figure, the processing of the control device 18 includes a road-related information acquisition unit 21, a vehicle state measurement unit 22, a driving characteristic setting unit 23, a driving preference setting unit 24, another vehicle information acquisition unit 25, and an absolute rule setting unit. 26, a relative rule setting unit 27, and a vehicle travel control unit 28.
The road related information acquisition unit 21 receives image information from the image sensor 8 (white line positions on the left and right of the own lane, lighting state of traffic lights, etc.) and navigation information from the navigation device 9 (road data up to a predetermined distance in front of the own vehicle). ) To get. As a result, it is possible to acquire detailed information (road related information) related to traffic lights ahead of the host vehicle, road signs, road markings, intersections, and curved roads.
The vehicle state measurement unit 22 measures the vehicle state during a driving operation by the driver when the vehicle travel control process is not being executed. Specifically, the accelerator pedal operation amount, the steering angle, the presence / absence of the brake pedal operation, the acceleration, yaw rate, and vehicle speed in the front / rear, left / right and up / down directions generated in the host vehicle are measured.
The driving characteristic setting unit 23 sets driving characteristics of the driver of the host vehicle, and is based on the measurement result of the vehicle state measuring unit 22 or the setting of the driving preference setting unit 24 described later. As a result, the acceleration, yaw rate, and vehicle speed (vehicle speed associated with the curve radius) when the driver performs normal driving are set as the driving characteristics of the driver. The curve radius can be obtained by referring to the link radius of the road data output from the navigation device 9.
The driving preference setting unit 24 correlates with general driving characteristics (acceleration, yaw rate, and curve radius on a curved road) corresponding to the driving preference from the driving preference (for example, relaxed, normal, and crisp) inputted by the driver. Vehicle speed etc.).
The other vehicle information acquisition unit 25 includes radar information from the radar 7 (distance to the reflection object, relative speed, and direction of the reflection object with respect to the host vehicle), road traffic information from the infrastructure communication device 14, and oncoming vehicle information. Get vehicle information. Thereby, detailed information regarding the preceding vehicle, the oncoming vehicle, the last vehicle in the traffic jam section, and the like can be acquired.
The absolute rule setting unit 26 sets an absolute rule used when setting a control policy in inter-vehicle distance control or lane keeping control. First, in the absolute rule setting unit 26, at least when the host vehicle travels from the road related information on the traffic light, road sign, road marking, intersection, curve road, etc. in front of the host vehicle acquired by the road related information acquiring unit 21. Establish absolute rules that indicate absolute requirements that must be observed. Specifically, for example, the vehicle stops at a red light intersection 100 meters ahead or at a temporary stop point (a stop line), decelerates on a curved road, or the like.
Then, the absolute rule setting unit 26 uses the absolute rule based on the detailed information about the road acquired by the road related information acquisition unit 21 as a reference, and the driving characteristics of the driver set by the driving characteristic setting unit 23 and the external storage device 17. Finally, an absolute rule that takes into account the traveling characteristics of the host vehicle stored in (1) is set. Specifically, when stopping at an intersection or temporary stop point, the safe deceleration range where the driver can safely decelerate, or the safe speed range where the driver can travel safely on a curved road, etc. is there.
This makes it possible not only to set absolute rules based on road-related information, but also based on the absolute rules based on information related to the road as a basis (basic), depending on the driver's driving characteristics, driving preferences, and vehicle characteristics. An absolute rule can be set in consideration of the above.
The relative rule setting unit 27 sets a relative rule used when setting a control policy in the inter-vehicle distance control and lane keeping control executed in the vehicle travel control unit 28. That is, in the relative rule setting unit 27, it is assumed from the detailed information regarding the preceding vehicle, the oncoming vehicle, the last vehicle in the traffic congestion section, and the like acquired by the other vehicle information acquisition unit 25 that should be secured in relation to the other vehicle. Set a relative rule that indicates the correct condition.
Specifically, for example, when there is a preceding vehicle, the inter-vehicle distance (inter-vehicle time) is maintained at a predetermined distance (predetermined time) according to the vehicle speed, and when the oncoming vehicle is in an adjacent lane, the own vehicle is And so on.
The vehicle travel control unit 28 sets a control policy in the inter-vehicle distance control and the lane keeping control based on the absolute rule set by the absolute rule setting unit 26 and the relative rule set by the relative rule setting unit 27. Here, the vehicle travel control unit 28 can implement vehicle travel control for giving the driver a sense of security by setting a control policy for reducing the risk to the host vehicle.
Next, the vehicle travel control process by the vehicle travel control apparatus 100 relating to the characteristic part of the present embodiment will be described with reference to the flowchart shown in FIG. First, in step (hereinafter referred to as “S”) 10 shown in FIG. 3, it is determined whether inter-vehicle distance control or / and lane keeping control is started. If the determination is affirmative, the process proceeds to S30. If the determination is negative, the driving characteristic setting process in S20 is executed.
In the driving characteristic setting process in S20, as shown in FIG. 4, the vehicle state is measured in S22, and the driving characteristic of the driver is set / updated in S24. In this driving characteristic setting process, the driving preference of the driver may be input, and general driving characteristics corresponding to the driving preference may be set.
In S30, road related information is acquired, and in S40, other vehicle information is acquired. In S50, the current absolute rule is set, and in S60, the current relative rule is set. In S70, a control policy based on the absolute rule and the relative rule is set, and in S80, vehicle travel control according to the control policy is executed.
As described above, the vehicle travel control device 100 according to the present embodiment has an absolute rule indicating an absolute requirement to be observed when the host vehicle travels, and a relative relationship to be ensured in the relationship between the host vehicle and the other vehicle. Vehicle travel control is executed in accordance with a control policy based on relative rules indicating requirements.
Hereinafter, specific examples realized by executing the vehicle travel control process by the vehicle travel control apparatus 100 of the present embodiment will be described.
FIG. 5A shows a situation in which a red signal approaches an intersection that is lit while performing inter-vehicle distance control. In such a situation, the absolute rule as a reference set based on the road-related information is “stop before the stop line”, and the relative rule determines the distance between the vehicle and the preceding vehicle. To keep away.
Here, since the driver's safe acceleration / deceleration range is set from the driving characteristics of the driver (acceleration / deceleration during normal driving by the driver), this safe acceleration / deceleration range and the above-mentioned standard absolute rule A control rule (control rule based on an absolute rule) indicating a speed / acceleration / deceleration change pattern when stopping before the stop line within the safe acceleration / deceleration range is set (FIGS. 5B and 5C).
Further, as shown in FIGS. 5B and 5C, a control rule (control rule based on the relative rule) indicating the change pattern of the speed / acceleration / deceleration according to the relative rule is set. The vehicle travel control unit 28 sets a final control rule (control policy) that increases the driver's level of security from the control rule based on the absolute rule and the relative rule, and performs control according to the control policy. .
As shown in FIG. 5 (a), if the host vehicle is not the head of a vehicle group consisting of a plurality of vehicles, and the deceleration timing of the vehicle near the head of the vehicle group is delayed, In the control rule based on this relative rule, the deceleration timing of the host vehicle is also delayed, and the vehicle suddenly approaches the stop line too much, which does not match the driving preference.
In such a case, as shown in FIGS. 5 (b) and 5 (c), it is assumed that the vehicle near the head of the vehicle group is driving in accordance with the driving preference, and the vehicle of the own vehicle in accordance with this assumption is assumed. By setting ideal driving as a control rule based on absolute rules, it is possible to match driving preferences.
In a situation where the host vehicle is at the head of the vehicle group and catches up with a vehicle group in front of the vehicle group, which is slower than the vehicle group of the host vehicle, the host vehicle performs deceleration control to follow the vehicle group in front. I do. However, in the relative rule when the inter-vehicle distance control is performed on the last vehicle in the front vehicle group, the vehicle speed of the host vehicle may be temporarily lower than the vehicle speed of the front vehicle group. In addition to the worsening of the vehicle, the speed of the vehicle behind the host vehicle also decreases and the flow of traffic deteriorates.
In such a situation, the absolute rule is to keep the vehicle running at the speed of the vehicle group and keep the traffic flow smooth.When catching up with the front vehicle group, the vehicle must be decelerated from the front so that it does not fall below the vehicle speed of the front vehicle group. Start and control to converge the vehicle speed.
Furthermore, the traffic flow of the vehicle group including the host vehicle is deteriorated even when the host vehicle is not the head of the vehicle group and the head vehicle of the host vehicle vehicle group does not have the above countermeasure. In such a case, it is assumed that the leading vehicle in the host vehicle group is driven according to the above countermeasures, and the ideal driving of the host vehicle in accordance with this assumption is set as a control rule based on the absolute rule. Can be maintained smoothly.
FIG. 6A shows a situation where the vehicle travels on a curved road while performing inter-vehicle distance control. In such a situation, the absolute rule as a reference set based on road-related information is “decelerate until reaching a predetermined speed before the curve road and drive the curve at a predetermined speed”. The relative rule is to keep the inter-vehicle distance from the preceding vehicle at a predetermined distance.
Here, the reference absolute rule is applied in the area shown in FIG. 6B (absolute rule combined area). In addition, since the driver's safe acceleration / deceleration range is set from the driving characteristics of the driver (acceleration / deceleration when the driver performs normal driving), as shown in FIGS. A control rule (absolute rule) that indicates the speed / acceleration / deceleration change pattern when the vehicle decelerates to a predetermined speed within the safe acceleration / deceleration range and travels a curve at the predetermined speed based on the speed range and the absolute rule that is the standard. Control rule) is set. In addition, as this control rule, you may set based on the safe acceleration / deceleration range depending on the driving | running | working characteristic of the own vehicle.
Further, as shown in FIGS. 5C and 5D, a control rule (control rule based on the relative rule) indicating the speed / acceleration change pattern according to the relative rule is set. The vehicle travel control unit 28 sets a final control rule (control policy) that increases the driver's level of security from the control rule based on the absolute rule and the relative rule, and performs control according to the control policy. .
When a vehicle group exists in front of the host vehicle and the vehicle group enters a curved road, the front vehicle group decelerates when the road curve enters, but if the host vehicle catches up with the vehicle group and controls the distance between vehicles There is a possibility that the vehicle speed of the host vehicle is temporarily lower than the vehicle speed of the front vehicle group. In this case, not only the driving comfort level of the host vehicle is deteriorated, but also the vehicles behind the host vehicle are successively reduced in speed so that the traffic flow is deteriorated.
In such a situation, set the absolute rule to predict the vehicle speed of the last vehicle in the front vehicle group before and after the curve road and maintain the traffic flow, and adjust the vehicle speed so as not to reduce unnecessary vehicle speed . Thereby, a traffic flow can also be maintained.
In addition to the above, on roads that need to get used to driving, such as mountain roads, measure the degree of steering fluctuation by the driver, the degree of fluctuation and lateral deviation in the lane, and the driver's driving proficiency for that road. A control rule based on an absolute rule unique to the driver to suppress the control vehicle speed and the control acceleration may be added by judging the degree (or road unguided degree).
FIG. 7A shows a situation in which an oncoming vehicle approaches when traveling on a curved road while performing inter-vehicle distance control and lane keeping control (control is performed so as to travel in the vicinity of the center of the own lane). In such a situation, the absolute rule serving as a reference set based on the road-related information is, as in Example 2, “decelerate until reaching a predetermined speed before the curve road and travel along the curve at the predetermined speed”. That is.
On the other hand, as shown in FIG. 7B, when the oncoming vehicle approaches (or over) the center line and travels, the relative rule keeps the distance between the preceding vehicle and the oncoming vehicle at a predetermined distance. In this case, the vehicle should run on the left side (left side), not near the center in the own lane.
The vehicle travel control unit 28 sets a final control rule (control policy) that increases the driver's level of security from the control rule based on the absolute rule and the relative rule, and performs control according to the control policy. . Thereby, even when the oncoming vehicle runs on the curved road slightly beyond the center line, the driver's degree of security can be prevented from being lowered.
By setting a control rule based on the absolute rule of traveling to the left of the own lane when it is determined that the curve is a blind curve from the coordinate position and shape of the curved road or visibility, etc., and by performing lane maintenance control It is possible to prepare for the case of encountering an oncoming vehicle on a curved road, and to increase the driver's level of security.
In addition, when lane keeping control is performed so that the vehicle runs on the left side of its own lane on a curved road, the positional margin on the road side becomes small, so the speed and acceleration on the curved road according to the positional margin. You may make it add the control rule based on the absolute rule which adjusts. Thereby, a driver | operator's safety degree can be considered more.
Furthermore, when a vehicle (a side-by-side vehicle or an oncoming vehicle) running in the adjacent lane in front of the host vehicle is close to the own lane, moving in the direction of the own lane, Even when control is performed according to the control rule based on the relative rule in the inter-vehicle distance control, another relative rule that performs speed adjustment control or acceleration suppression control with respect to the surrounding vehicle is reduced. A control policy is also set. Thereby, the control rule which raises a driver | operator's relief degree can be applied.
In addition, when the traveling vehicle in the adjacent lane ahead of the host vehicle is stopped in a state of being separated from the host lane, the speed adjustment control / acceleration suppression control is canceled and control for ensuring the driver's comfort level is performed. Also good.
It is a block diagram which shows the whole structure of the vehicle travel control apparatus 100 of this invention. 3 is a control block diagram of a control device 18. FIG. It is a flowchart which shows the flow of a vehicle travel control process. It is a flowchart which shows the flow of an operation characteristic setting process. (A) is the figure which showed the condition which approaches the intersection where a red signal is lit while performing inter-vehicle distance control, (b) is a figure which shows the speed change pattern (control rule) based on each rule. (C) is a figure which shows the acceleration / deceleration change pattern (control rule) based on each rule. (A) is the figure which showed the condition which drive | works a curved road, performing inter-vehicle distance control, (b) is a figure which shows the absolute rule combined use area | region in a curved road, (c) is each rule. It is a figure which shows the speed change pattern (control rule) based on, (d) is a figure which shows the acceleration / deceleration change pattern (control rule) based on each rule. (A) is the figure which showed the condition where an oncoming vehicle approaches when driving | running | working a curve road, performing distance control, (b) is driving | running | working as an oncoming vehicle approaches (or over) a center line. It is a figure which shows the case where it does.
DESCRIPTION OF SYMBOLS 21 Road related information acquisition part 22 Vehicle state measurement part 23 Driving characteristic setting part 24 Driving preference setting part 25 Other vehicle information acquisition part 26 Absolute rule setting part 27 Relative rule setting part 28 Vehicle travel control part 100 Vehicle driving support device
Road information acquisition means for acquiring information related to roads around the vehicle;
Other vehicle information acquisition means for acquiring information related to other vehicles existing around the host vehicle;
Absolute rule setting means for setting an absolute rule indicating an absolute requirement to be observed at least when the host vehicle travels, from the information related to the road;
Relative rule setting means for setting a relative rule indicating a relative requirement to be secured in the relationship between the host vehicle and the other vehicle from the information on the other vehicle;
Vehicle driving control means for setting a control policy based on the absolute rule and the relative rule, and executing control for acting and supporting driving by the driver of the host vehicle according to the control policy A vehicle travel control device.
The vehicle travel control device according to claim 1, wherein the vehicle travel control means sets a control policy for reducing the risk to the host vehicle.
Driving characteristic setting means for measuring the vehicle state at the time of driving operation by the driver of the host vehicle, and setting the driving characteristic of the driver from the measurement result;
Driving preference input means for inputting the driving preference of the driver;
Vehicle travel characteristic storage means for storing the travel characteristics of the host vehicle,
The absolute rule setting means sets an absolute rule taking into account at least one of the driving characteristic, the driving preference, and the driving characteristic on the basis of an absolute rule based on information related to the road. Item 3. The vehicle travel control device according to Item 1 or 2.
The road information acquisition means acquires information on at least one of a traffic light, a road sign, a road marking, an intersection, and a curved road,
The vehicle according to any one of claims 1 to 3, wherein the other vehicle information acquisition unit acquires information on at least one of a preceding vehicle, an oncoming vehicle, and a last vehicle in a traffic jam section. Travel control device.
The vehicle travel control means includes an inter-vehicle distance control that controls a vehicle speed of the host vehicle based on an inter-vehicle distance from a preceding vehicle, and a lane maintaining control that controls the host vehicle to travel while maintaining the host lane. The vehicle travel control device according to claim 1, wherein at least one control is executed.
JP2004321147A 2004-11-04 2004-11-04 Vehicle traveling controlling device Pending JP2006131055A (en)
US11/266,733 US20060095195A1 (en) 2004-11-04 2005-11-03 Vehicle operation control device
JP2006131055A true JP2006131055A (en) 2006-05-25
JP2004321147A Pending JP2006131055A (en) 2004-11-04 2004-11-04 Vehicle traveling controlling device
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