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WO2016110732A1 - Dispositif de génération de trajet cible et dispositif de commande de déplacement - Google Patents

Dispositif de génération de trajet cible et dispositif de commande de déplacement Download PDF

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Publication number
WO2016110732A1
WO2016110732A1 PCT/IB2015/001080 IB2015001080W WO2016110732A1 WO 2016110732 A1 WO2016110732 A1 WO 2016110732A1 IB 2015001080 W IB2015001080 W IB 2015001080W WO 2016110732 A1 WO2016110732 A1 WO 2016110732A1
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WO
WIPO (PCT)
Prior art keywords
target route
lane change
vehicle
obstacle
route generation
Prior art date
Application number
PCT/IB2015/001080
Other languages
English (en)
Japanese (ja)
Inventor
拓郎 松田
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Publication of WO2016110732A1 publication Critical patent/WO2016110732A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems

Definitions

  • the present invention relates to a target route generation device and a travel control device. More specifically, the present invention relates to a target route generation device that generates a target route for controlling travel of a vehicle and a travel control device that includes the target route generation device.
  • the target course change trajectory generating device described in Patent Literature 1 includes a generation unit that generates a target course change trajectory when the vehicle performs a course change such as a lane change.
  • the automatic traveling of the vehicle is controlled so as to travel along the target course change locus generated by the generating means.
  • an object of the present invention is to provide a target route generation device that suppresses a sense of discomfort given to a user when a vehicle that is traveling automatically changes lanes.
  • the target route generation device includes a map information acquisition unit, a lane change determination unit, an obstacle determination unit, and a target route generation unit.
  • the map information acquisition unit acquires map information.
  • the lane change determination unit determines whether there is a lane change portion based on the map information.
  • the obstacle determination unit determines whether there is an obstacle near the lane change part.
  • the target route generation unit is configured so that the vehicle traveling at the lane change portion when it is determined that there is an obstacle is different from the vehicle traveling at the lane change portion when it is determined that there is no obstacle. Generate a target route.
  • a target route generation device that suppresses a sense of discomfort given to a user when a vehicle that is traveling automatically changes lanes.
  • FIG. 1 is a block diagram illustrating a configuration of a travel control device according to the first embodiment.
  • FIG. 2 is a block diagram illustrating a configuration of the target route generation unit in the first embodiment.
  • FIG. 3 is a flowchart showing a target route generation process for a lane change point in the first embodiment.
  • FIG. 4 is a diagram illustrating a road layout of a lane change portion and a target locus of a vehicle in the first embodiment.
  • FIG. 5 is a diagram illustrating a road layout of a lane change portion and a target trajectory of a vehicle in a third modification of the first embodiment.
  • FIG. 6 is a flowchart showing a target route generation process for a lane change point in the second embodiment.
  • FIG. 7 is a diagram illustrating a road layout of a lane change point and a target locus of a vehicle in the second embodiment.
  • FIG. 1 is a block diagram illustrating a configuration of a travel control device according to the first embodiment.
  • the travel control device 10 is a device mounted on a vehicle and is a device that controls automatic travel of the vehicle.
  • the traveling control device 10 is electrically connected to a radar 20, a camera 22, a traveling state sensor 24, a navigation system 26, an actuator 28, and the like.
  • the travel control device 10 may be connected to other known configurations, for example, a communication unit for performing vehicle-to-vehicle communication.
  • the radar 20 detects the presence, position and speed of vehicles, motorcycles, bicycles, pedestrians, and the like around the host vehicle, and the relative speed with respect to the host vehicle.
  • the radar 20 includes, for example, a laser radar and a millimeter wave radar. Further, the radar 20 outputs the detected data to the travel control device 10.
  • a well-known radar may be used as appropriate, and therefore a detailed description of the configuration is omitted.
  • the camera 22 is attached to the front or side of the host vehicle, for example, and takes an image around the host vehicle. For example, the camera 22 images a road segment line or an obstacle on the route.
  • the camera 22 includes an image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal-Oxide Semiconductor).
  • the camera 22 outputs the captured image signal to the travel control device 10.
  • a well-known camera may be used as appropriate, and thus a detailed description of the configuration is omitted.
  • the traveling state sensor 24 detects the traveling state of the host vehicle (for example, vehicle speed, acceleration, yaw angle, etc.).
  • the traveling state sensor 24 includes, for example, a wheel speed sensor provided on each wheel of the host vehicle, and detects the traveling state of the host vehicle such as the vehicle speed by measuring the wheel speed.
  • the traveling state sensor 24 outputs the detected traveling state of the host vehicle to the traveling control device 10.
  • a well-known vehicle speed sensor, acceleration sensor, yaw angle sensor, or the like may be used, and thus a detailed description of the configuration is omitted.
  • the navigation system 26 receives a GPS signal from a GPS (Global Positioning System) satellite.
  • the navigation system 26 also includes a gyroscope that detects the magnitude of the rotational motion applied to the vehicle, an acceleration sensor that detects the travel distance of the vehicle from three-axis acceleration, and a geomagnetic sensor that detects the traveling direction of the vehicle from the geomagnetism. Etc. may be provided.
  • the navigation system 26 stores map information stored in a large-capacity storage medium such as a CD-ROM (Compact Disc Read-Only Memory), DVD-ROM (Digital Versatile Disc), or HDD (Hard Disk Drive). .
  • the map information includes, for example, lane number information, road outer lines existing at both ends of the road, lane center lines such as lane center lines in multiple lanes, road surface display information such as stop lines, pedestrian crossings and road surface marks, and road information.
  • Road shape information such as curve curvature and road width is included.
  • the map information includes travelable area information that indicates a range in which the vehicle can travel in advance according to the road shape, and obstacle information such as guardrails, walls, curbs, and buildings.
  • map information includes general or expressway information, intersection information such as intersection location and shape, feature information such as signals and signs, road conditions such as parking areas, traffic jams, road construction and lane restrictions. It is.
  • the navigation system 26 detects the position of the host vehicle and the direction with respect to the road based on the GPS signal from the GPS satellite and the map information.
  • the navigation system 26 searches for a route (direction) from the departure point to the destination according to the input of the departure point (or current position) and the destination, and uses the searched route and the position information of the own vehicle. To guide you to the destination.
  • the navigation system 26 includes the route to the searched destination in the map information and outputs it to the travel control device 10. Since a known navigation system may be used as the navigation system 26, a description of a more detailed configuration is omitted.
  • Actuator 28 includes a steering actuator that is an electric actuator that applies assist torque to the steering wheel.
  • a steering angle of the steering that is, an arbitrary turning angle is given to the wheel to perform a steering operation of the vehicle.
  • the actuator 28 includes a brake actuator for generating a braking force on the wheel to perform a braking operation of the host vehicle and an accelerator pedal actuator for applying a pedal reaction force to the accelerator pedal. Since a known actuator may be used as the actuator 28, a description of a more detailed configuration is omitted.
  • the travel control device 10 is, for example, a ROM (Read Only Memory) in which a program for controlling the driving force of the host vehicle is stored, and an operation circuit that functions as the travel control device 10 by executing the program stored in the ROM.
  • CPU Central Processing Unit
  • RAM Random Access Memory
  • storage unit such as a hard disk.
  • the traveling control device 10 includes an operation control unit 12, an object state detection unit 14, and a target route generation unit 16 as a target route generation device.
  • the driving control unit 12 performs driving control (running control) of the host vehicle by controlling the actuator 28 based on the target route generated by the target route generating unit 16 described later. Specifically, the operation control unit 12 obtains engine, brake and steering control amounts necessary to follow the target route generated by the target route generation unit 16 and outputs these control amounts to the actuator 28.
  • the object state detection unit 14 detects the position and moving body speed of an object existing around the host vehicle based on data from the radar 20.
  • the object state detection unit 14 includes an image processor, performs predetermined image processing on the image signal captured by the camera 22, and detects a road state around the host vehicle.
  • the target route generation unit 16 acquires map information from the navigation system 26 and generates a target route from the departure point to the destination.
  • the target route generated by the target route generation unit 16 includes a vehicle travel locus along the route to the destination, vehicle behavior information (for example, vehicle speed, acceleration, steering angle), and the like.
  • vehicle behavior information for example, vehicle speed, acceleration, steering angle
  • the target route generation unit 16 divides the route from the departure place to the destination into a plurality of sections for each predetermined distance, acquires map information including the course from the navigation system 26 for each section, and determines the target route. Generate and update.
  • the target route generation unit 16 sets a route update point before the end point of each section, and calculates and generates a target route for the next section at the route update point.
  • the method of setting sections and how to set route update points are not limited to the above. For example, it is not necessary to divide all sections at the same distance, and the division method may be changed as necessary.
  • the target route generation unit 16 calculates the target locus (travel locus) of the vehicle and the behavior of the vehicle so that the vehicle basically travels in the center of the travelable area acquired from the map information. To generate a target route.
  • the generation of the target route that passes through the center of the travelable area reduces the calculation burden related to the generation of the target route.
  • the travelable region is, for example, region information set in advance so as to secure a predetermined margin from both ends of the lane or a division line as a range in which the vehicle can travel in consideration of the vehicle width and road shape of the vehicle. It is.
  • the predetermined margin may be a fixed value or may be changed as necessary.
  • the vehicle when an obstacle to be avoided is detected for the travel of the vehicle, the vehicle may be changed so as to have an avoidance margin larger than a normal margin.
  • the range in which the vehicle can travel is described as an example in which a travelable region is acquired from map information.
  • the present invention is not limited to this example.
  • boundary line information indicating the boundary of the range in which the vehicle can travel may be included in the map information, and the boundary line information may be acquired from the map information.
  • the target route generation unit 16 realizes automatic traveling of the vehicle that matches the user's psychology, so that the vehicle that is traveling automatically needs to change lanes (hereinafter referred to as lane changing portions). Determine if there are obstacles. Then, the target route generation unit 16 generates the target route so that the traveling of the vehicle at the lane change portion when there is an obstacle is different from the traveling of the vehicle at the lane change portion when it is determined that there is no obstacle. .
  • the configuration of the target route generation unit 16 will be described with reference to FIG.
  • FIG. 2 is a block diagram illustrating a configuration of the target route generation unit in the first embodiment.
  • the target route generation unit 16 as a target route generation device includes a map information acquisition unit 30, a lane change determination unit 32, an obstacle determination unit 34, and a lane change target route generation unit 36 as a target route generation unit.
  • the map information acquisition unit 30 acquires map information.
  • the lane change determination unit 32 determines whether there is a lane change part based on the map information.
  • the obstacle determination unit 34 determines whether there is an obstacle near the lane change part.
  • the lane change target route generation unit 36 is configured so that the vehicle traveling at the lane change portion when it is determined that there is an obstacle is different from the vehicle traveling at the lane change portion when it is determined that there is no obstacle. Generate a target route for the vehicle.
  • the map information acquisition unit 30 acquires map information from the navigation system 26 when generating the target route.
  • the lane change determination unit 32 determines whether or not there is a lane change part based on the acquired map information.
  • the obstacle determination unit 34 determines whether there is an obstacle near the lane change part based on the acquired map information.
  • Obstacles include, for example, curbs, walls and buildings.
  • the obstacle may include a parking area and a road construction area.
  • the lane change target route generation unit 36 is configured so that the vehicle traveling at the lane change portion when it is determined that there is an obstacle is different from the vehicle traveling at the lane change portion when it is determined that there is no obstacle. Generate a target route.
  • the lane change target route generation unit 36 of the first embodiment performs angle control of the vehicle at the lane change location according to the presence or absence of an obstacle, and generates a target route that reflects the angle control.
  • the angle of the vehicle is an angle in the traveling direction of the vehicle with respect to the lane before the lane change. More specifically, it is an angle between a lane marking that separates lanes and a center line in the front-rear direction of the vehicle at a lane change point.
  • this angle is referred to as a yaw angle ( ⁇ ) (see FIG. 4).
  • the lane change target route generation unit 36 When it is determined that there is an obstacle, the lane change target route generation unit 36 performs angle control so that the yaw angle is reduced compared to the case where it is determined that there is no obstacle, and the yaw angle after the angle control Calculate and generate a target route that reflects.
  • FIG. 3 is a flowchart showing a target route generation process for a lane change point in the first embodiment.
  • FIG. 4 is a diagram illustrating a road layout of a lane change portion and a target locus of a vehicle in the first embodiment.
  • the map information acquired when generating the target route includes the right lane (upper lane in FIG. 4) from the left lane (lower lane in FIG. 4) that is the straight lane before lane change to the right lane after the lane change. )
  • this lane change will be described as an example that arises from the fact that the left lane in which the vehicle 100 currently travels automatically is connected to an intersection ahead, and a route to turn right at that intersection is searched.
  • the map information includes information indicating that the road surface display information includes a division line L1 between the left lane and the right lane, and the road outside line L2 opposite to the division line L1 of the left lane is a white line. Yes.
  • the map information includes obstacle information having a curb 50 on the road side of the right lane and travelable area information in which a margin M1 of the same size is set for the left lane and the right lane.
  • the road layout of FIG. 4 is only an example, and the lane change portion is not limited to this example.
  • the lane may be curved.
  • FIG. 4 shows an example in which curbstones 50 as obstacles are continuously provided before and after the lane change place, but the present invention is not limited to this example, and at least the obstacle is located at the lane change place. If there is.
  • step S10 the target route generation unit 16 determines whether or not the vehicle 100 that is automatically traveling has passed the route update point based on the GPS signal from the navigation system 26 and the map information.
  • the vehicle 100 equipped with the traveling control device 10 has passed the route update point.
  • the target route generation unit 16 performs the process of step S10 until it is determined that the vehicle 100 has reached the route update point. repeat.
  • the map information acquisition unit 30 acquires the map information of the next section from the navigation system 26 in step S12.
  • the lane change determination unit 32 refers to the map information and determines whether there is a lane change point in the next section. In this example, as the course of the vehicle, the left lane in which the vehicle 100 currently automatically travels is connected to the intersection in the next section, and the course to turn right at the intersection is searched. Therefore, the lane change determination unit 32 determines that there is a lane change point a certain distance before the intersection in the traveling direction of the vehicle 100, for example. At this time, the lane change determination unit 32 refers to the map information and specifies the lane change completion position 52 where the lane change must be completed.
  • the lane change determination unit 32 specifies the lane change completion position 52 so as to avoid the lane change prohibition section set before the intersection in the traveling direction of the vehicle 100. Furthermore, the lane change determination unit 32 specifies a point a predetermined distance before the lane change completion position 52 as the lane change start position 54. Then, the lane change determination unit 32 specifies a lane change section 56 between the lane change start position 54 and the lane change completion position 52 as a lane change place.
  • the lane change completion position 52, the lane change start position 54, and the lane change section 56 may be specified in advance by map information.
  • step S14 If it is determined in step S14 that there is no lane change portion (NO in step S14), the target route generation unit 16 ends the target route generation processing for the lane change portion.
  • step S16 the obstacle determination unit 34 determines whether there is an obstacle near the lane change part based on the map information. Judging. More specifically, the obstacle determination unit 34 determines whether there is an obstacle in the lane change section 56 and on the side of the right lane after the lane change. In the first embodiment, as described above, the map information includes the curb 50 on the road side of the right lane. Therefore, the obstacle determination unit 34 determines that there is an obstacle in step S16.
  • step S18 the lane change target route generation unit 36 executes generation of the target route at the lane change portion by normal control (step S18).
  • the lane change target route generation unit 36 creates a virtual travel area that connects the travel area of the left lane before the lane change area and the travel area of the right lane after the lane change in the lane change section 58.
  • a target route 58 is created so that the vehicle 100 travels in the center of the virtual travel area.
  • the lane change target route generation unit 36 performs target route generation by angle control (step S20). For example, the lane change target route generation unit 36 generates the target route 60 that reflects the yaw angle ⁇ that is reduced compared to the yaw angle of the target route for normal control in step S18. As an example, the lane change target route generation unit 36 first calculates the yaw angle in the normal control, further reduces the calculated yaw angle, and then calculates the target route 60 that reflects the reduced yaw angle ⁇ . May be generated.
  • the control for reducing the yaw angle ⁇ is not limited to this example as long as the target path 60 reflecting the yaw angle ⁇ reduced from the yaw angle by the normal control can be generated.
  • the yaw angle ⁇ of the target locus of the target path 60 generated by the angle control is reduced compared to the yaw angle of the target locus of the target path 58 by the normal control.
  • the target trajectory of the target route 60 reflecting the angle control is generated so that the length of the trajectory in the lane change section 56 is shorter than the target trajectory of the target route 58 by the normal control.
  • the intersection of the division line L1 and the target locus is the symmetry point 62
  • the target locus from the lane change start position 54 to the symmetry point 62 and the lane change from the symmetry point 62 are changed.
  • the target locus up to the completion position 52 is generated so as to be point-symmetric.
  • the target path is such that the curvature indicating the degree of curvature of the target path is the same between the target path between the lane change start position 54 and the symmetry point 62 and the target path from the symmetry point 62 to the lane change completion position 52. 60 is provided.
  • the lane change of the vehicle 100 that suddenly heads toward the curb 50 is not generated, and therefore, the uncomfortable feeling given to the user can be reduced.
  • the angle of the vehicle in the traveling direction with respect to the curb stone 50 increases, and the automatic traveling of the vehicle 100 is controlled so as to approach the obstacle rapidly.
  • such an automatic traveling of the vehicle does not match the user's psychology of not wanting to approach the curb 50 as much as possible in order to avoid the risk of contact or collision with the curb 50, and may give the user a sense of incongruity. There is sex.
  • the travel control device 10 having the target route generation unit 16 and the target route generation unit 16 according to the first embodiment, when there is a lane change part (lane change section 56), a plurality of lanes at the lane change part are classified.
  • a target path 60 in which the angle (yaw angle ⁇ ) of the vehicle 100 with respect to the lane marking L1 is controlled is generated.
  • the obstacle determination unit 34 determines whether there is an obstacle in the vicinity of the lane change portion, and determines that there is no curb 50 if there is the curb 50 as an obstacle in the vicinity of the lane change portion.
  • the target route 60 in which the angle (yaw angle ⁇ ) of the vehicle 100 with respect to the lane marking L1 is reduced is generated.
  • the target route 60 reflecting the yaw angle ⁇ reduced by the angle control by the lane change target route generation unit 36 is generated. Therefore, when the vehicle that is running automatically changes lanes, it is possible to realize a gradual lane change with respect to an obstacle, thereby suppressing a sense of discomfort given to the user.
  • the target route generator 16 that has generated the target route corresponding to the lane change part connects the generated target route to the areas before and after the lane change part, thereby obtaining the entire next section. Complete the generation of the target route. Then, the operation control unit 12 controls traveling of the vehicle 100 based on the generated target route.
  • modifications of the first embodiment will be described.
  • the lane change target route generation unit 36 further determines the angle (yaw angle ⁇ ) of the vehicle 100 with respect to the lane marking L1 according to the speed set for the target route in the lane change section 56. ) May be controlled. For example, when the speed set for the target route in the lane change section 56 is fast, the yaw angle ⁇ is controlled to be further reduced as compared with the case where the speed set for the target route in the lane change section 56 is slow. Also good.
  • the lane change target route generation unit 36 determines the angle when the vehicle speed set for the target route in the lane change section 56 is equal to or lower than the predetermined speed. It is not necessary to perform control. For example, if the lane change target route generation unit 36 determines that there is an obstacle and the speed of the target route in the set lane change section 56 is 20 (km / h) or less, in step S20 The angle control may not be performed. In this case, the lane change target route generation unit 36 may perform target route generation by normal control performed in step S18, for example.
  • the target locus from the lane change start position 54 to the symmetry point 62 and the target locus from the symmetry point 62 to the lane change completion position 52 are generated so as to be point symmetric. It had been. However, it is not limited to this example. For example, if the target route reflects a yaw angle that is reduced compared to the yaw angle for generating the target route by normal control, the target locus from the lane change start position 54 to the symmetry point 62 and the lane from the symmetry point 62 to the lane The target route may be generated such that the target locus to the change completion position 52 is asymmetric with respect to the target locus.
  • FIG. 5 illustrates a target locus of the target route of the vehicle in the third modification.
  • FIG. 5 is a diagram illustrating a road layout of a lane change portion and a target locus of a vehicle in the third modification. Since the road layout is the same as the road layout of FIG.
  • the target trajectory of the target route 64 shown in FIG. 5 reflects the target trajectory from the lane change start position 54 to the symmetry point 62 while reflecting the yaw angle reduced compared to the yaw angle of the target route 58 by the normal control.
  • the target locus from the symmetry point 62 to the lane change completion position 52 is asymmetric with respect to the point.
  • the target route 64 is generated such that the curvature of the target locus from the symmetric point 62 to the lane change completion position 52 is larger than the curvature of the target locus from the lane change start position 54 to the symmetry point 62. Yes.
  • the vehicle 100 starts to change lanes gently from the lane change start position 54, and after passing the symmetry point 62 (partition line L1), the vehicle 100 can be quickly moved to the center of the travelable region. Travel control is performed so as to head. Therefore, the lane change can be completed in a shorter time than the above example.
  • the lane change target route generation unit 36 performs the left lane travelable area before the lane change area and the right lane travelable area after the lane change.
  • a target route is created in which the vehicle 100 travels in the center of the virtual travel region of the virtual travel region connecting the two.
  • the normal control is not limited to this example.
  • a target route with a smaller yaw angle of the vehicle may be generated as compared with a target route passing through the center of the virtual travel area.
  • a target route that reflects a yaw angle that is reduced compared to the yaw angle of the target route of the normal control according to the modification 4 is generated. Is done.
  • Modification 5 In the above example, the control for reducing the yaw angle by the angle control more than the yaw angle by the normal control has been described. However, as another example, for example, in order to avoid the risk of contact or collision with an obstacle, the maximum allowable yaw angle at the lane change point is set by referring to the road shape of the map information or the set vehicle speed. Also good. When it is determined that there is an obstacle, control may be performed such that the yaw angle by angle control is reduced as compared with the maximum allowable yaw angle.
  • Second embodiment By generating a target route having a yaw angle that is lower than the maximum allowable yaw angle set in this way, it is possible to realize a gradual lane change with respect to obstacles when a vehicle that is running automatically changes lanes. Therefore, the uncomfortable feeling given to the user can be suppressed.
  • FIG. 6 is a flowchart showing a process for generating a target route for a lane change point in the second embodiment.
  • FIG. 7 is a diagram illustrating a road layout of a lane change point and a target locus of a vehicle in the second embodiment.
  • the lane change target route generation unit 36 controls the distance between the boundary that defines the travelable region of the vehicle and the obstacle instead of generating the target route that reflects the angle control of the vehicle.
  • route differs from 1st Embodiment.
  • symbol is attached
  • the lane change target route generation unit 36 of the second embodiment when there is an obstacle in the vicinity of the lane change part, the position of the boundary near the obstacle among the boundaries that define the range in which the vehicle can travel in the lane after the lane change. Is controlled to move away from obstacles.
  • the lane change target route generation unit 36 generates a target route according to the boundary position after control.
  • the lane change target route generation unit 36 can travel with a wider margin in the vehicle width direction (direction perpendicular to the front-rear direction in the traveling direction of the vehicle) between the obstacle and the boundary of the travelable range. Control to reduce the width of the region.
  • step S30 to step S36 is the same as the processing flow from step S10 to step S16 of the first embodiment.
  • step S36 If it is determined in step S36 that there is no obstacle (NO in step S36), the target route generation unit 16 executes the generation of the target route at the lane change portion by normal control (step S38).
  • the lane change target route generation unit 36 creates a virtual travel region that smoothly connects the travelable region of the left lane before the lane change region and the travelable region of the right lane after the lane change. Then, a target route is created so that the vehicle 100 travels in the center of the virtual travel region. Specifically, in normal control, the lane change target route generation unit 36 does not move the position of the boundary L3 of the travelable area acquired from the map information.
  • the boundary L3 defines the width of the travelable area set in the right lane and is the boundary closer to the curbstone 50. That is, in the normal control, no change is made to the margin M1 between the curbstone 50 and the boundary L3 and the distance in the vehicle width direction of the travelable area.
  • step S40 the lane change target route generation unit 36 performs target route generation by distance control (step S40). More specifically, the lane change target route generation unit 36 moves the position of the boundary L3 set in the map information to a position further away from the curb 50, for example, after the distance control of the boundary L4 shown in FIG. The boundary of That is, the margin M1 set in the map information is changed to a larger margin M2, and the distance in the vehicle width direction of the travelable area is shortened.
  • the lane change target route generation unit 36 creates a virtual travel region that connects the travelable region of the left lane before the lane change region and the travelable region of the right lane after the lane change changed by the distance control, A target route 66 is created so that the vehicle 100 travels in the center of the virtual travel region.
  • the lane change target route generation unit 36 determines the range in which the vehicle can travel at the lane change point (lane change section 56).
  • the distance (margin) between the virtual travel area shown and the curb 50 as an obstacle is controlled, and the target route 66 is generated based on the controlled distance (margin M2). More specifically, when there is a lane change location, it is determined whether there is an obstacle near the lane change location, and when there is an obstacle (curbstone 50) near the lane change location, The target route 66 is generated by changing the margin M1 when it is determined that the margin M1 is not larger to the margin M2 that is larger. Therefore, when the vehicle that is running automatically changes lanes, it is possible to realize a gradual lane change with respect to an obstacle, thereby suppressing a sense of discomfort given to the user. 3.
  • an obstacle detection method for generating a target route is different from that in the first embodiment. That is, the obstacle determination unit 34 does not determine whether there is an obstacle based on the map information, but determines whether there is an obstacle by acquiring the detected surrounding information of the vehicle. Since the other configuration is the same as that of the first embodiment, the same reference numeral is given to the same configuration, and redundant description is omitted.
  • an obstacle is detected using the radar 20 and the camera 22 instead of the map information stored in the navigation system 26.
  • the object state detection unit 14 uses the data detected by the radar 20 and an image of the surroundings of the host vehicle captured by the camera 22 and the like to detect the position of an object existing around the host vehicle as the surrounding information of the vehicle. Is detected.
  • the obstacle determination unit 34 determines whether there is an obstacle near the lane change point based on the route from the departure point to the destination searched by the navigation system 26 and the object detected by the object state detection unit 14. To do.
  • a physical obstacle may be detected using information received by inter-vehicle communication.
  • a vehicle-to-vehicle communication device that communicates vehicle information including vehicle positions and operation states between vehicles may be mounted on the vehicles.
  • the object state detection part 14 may detect the parked vehicle as surrounding information of a vehicle, for example.
  • the obstacle determination unit 34 uses the course from the departure point to the destination searched by the navigation system 26 and the parked vehicle information detected by the object state detection unit 14 so that the parked vehicle is in the lane. It may be determined whether the physical obstacle is in the vicinity of the changed portion. 4).
  • the target route generation unit 16 generates and updates the target route when the host vehicle reaches the route update point, but is not limited to this example.
  • a target route from the current location to the destination may be generated when the user inputs the destination.
  • the target route generation unit 16 has basically been described with an example in which the target route is generated so that the vehicle travels in the center of the travelable area acquired from the map information.
  • the target route does not necessarily have to be in the center of the travelable region, and as long as both ends of the vehicle in the vehicle width direction do not exceed the travelable region, the target route is generated at a position different from the center of the travelable region. May be.
  • a target route may be provided closer to the inside of the curve than the center of the travelable area.
  • the generation of the target route of the present application can also be used when complete autonomous traveling control is not performed or when autonomous traveling control is not performed at all.
  • the target route generated by the target route generation unit 16 may be simply notified to the driver, or the driving condition for achieving the generated target route may be notified to the user.
  • driving assistance that supports driving of the user (driver) is performed.
  • driving assistance can also be performed by performing only acceleration / deceleration or performing only steering by the traveling control device 10.
  • the above-described embodiment can be applied to travel according to any of the traffic regulations that prescribe the right-hand traffic of the vehicle and the traffic laws that prescribe the left-hand traffic of the vehicle.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

Dans cette invention, un dispositif de génération de trajet cible (16) est doté d'une unité d'acquisition d'informations cartographiques (30), d'une unité de détermination de changement de voie (32), d'une unité de détermination d'obstacle (34) et d'une unité de génération de trajet cible (36). L'unité d'acquisition d'informations cartographiques (30) acquiert des informations cartographiques. L'unité de détermination de changement de voie (32) détermine l'existence ou l'absence d'un point de changement de voie (56) sur la base des informations cartographiques. Lorsque l'existence du point de changement de voie (56) est déterminée, l'unité de détermination d'obstacle (34) détermine l'existence ou l'absence d'un obstacle (50) dans le voisinage du point de changement de voie (56). L'unité de génération de trajet cible (36) génère un trajet cible (60, 64, 66) pour un véhicule (100), de manière à ce que le déplacement du véhicule (100) passant par le point de changement de voie (56) soit différent lorsque l'existence d'un obstacle (50) est déterminée et lorsque l'absence d'un obstacle (50) est déterminée.
PCT/IB2015/001080 2015-01-05 2015-06-30 Dispositif de génération de trajet cible et dispositif de commande de déplacement WO2016110732A1 (fr)

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US20230331231A1 (en) * 2022-04-19 2023-10-19 Aptiv Technologies Limited Dynamically Calculating Lane Change Trajectories
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