WO2024241472A1 - Vehicle travel control system - Google Patents

Abstract

The purpose of the present invention is to provide a vehicle travel control system that enables lane keeping even on roads where lane keeping via lane-keeping control is difficult. For this purpose, a vehicle travel control system 1 comprises: a road information acquisition unit 105 that acquires road information including a lane shape; a connection area shape calculation unit 203 that, when a lane in which a host vehicle 13 travels has a first lane 10, a second lane 11, and a connection area 12 connecting the first lane 10 and the second lane 11, calculates the shape of the connection area 12 on the basis of the road information; and a lane shape correction unit 204 that corrects the shape of the lane in accordance with the shape of the connection area 12. A lane-keeping control unit 300 performs lane-keeping control in accordance with the lane shape corrected by the lane shape correction unit 204 when the host vehicle 13 travels in the first lane 10 toward the connection area 12.

Description

Vehicle Driving Control System

The present invention relates to a vehicle driving control system that realizes lane keeping.

The improved convenience of lane-keeping functions is also in demand on major roads, but since there are no white lines near intersections, a technology is known that uses odometry to interpolate between these areas and navigate based on a map.

Patent Document 1 also discloses a system that, when lane markings cannot be recognized due to factors such as snow accumulation, controls the vehicle to target a lane center that is offset to the side of the vehicle's path based on the map, depending on the driver's steering wheel release point.

JP 2018-173304 A

　With conventional technology, when white lines cannot be recognized, the vehicle drives based on a map. However, in areas where the front and rear lanes are not connected continuously and linearly (such as when the entrance and exit of an intersection are connected with a lateral offset, or when the road shapes are such that they are curved in an L-shape), even if the vehicle performs control to follow the road on the map, the steering command output is not output in time, making it difficult to maintain the vehicle in its lane.

Even if a method for performing lateral correction of the vehicle is used as in Patent Document 1, the road shape changes from moment to moment, so the point at which the driver releases the steering wheel cannot be determined.

The present invention was made in consideration of the above problems, and its purpose is to provide a vehicle driving control system that enables lane keeping even on roads where lane keeping control is difficult.

In order to achieve the above object, the present invention provides a vehicle driving control system including an external recognition sensor that recognizes the surroundings of the vehicle, a lane recognition unit that recognizes the lane in which the vehicle is traveling based on the results recognized by the external recognition sensor, and a lane keeping control unit that performs steering control of the vehicle so that the vehicle travels in the lane recognized by the lane recognition unit. The system further includes a road information acquisition unit that acquires road information including lane shapes, a connection area shape calculation unit that calculates the shape of the connection area based on the road information when the lane has a first lane and a second lane and the first lane and the second lane are connected via a connection area, and a lane shape correction unit that corrects the shape of the lane in accordance with the shape of the connection area, and the lane keeping control unit performs the steering control based on the shape of the lane corrected by the lane shape correction unit when the vehicle travels in the first lane toward the connection area.

The present invention makes it possible to maintain lane even on roads where it is difficult to maintain lane using lane keeping control.

FIG. 1 is a diagram showing an example of a target route set by lane keeping control in the prior art; FIG. 13 is a diagram showing another example of a target route set by lane keeping control in the prior art; 1 is a functional block diagram of a vehicle driving control system according to a first embodiment of the present invention; 1 is a flowchart showing the process of a vehicle driving control system according to a first embodiment of the present invention. FIG. 10 is a diagram showing a method for calculating a correction amount using both the lateral offset distance and the angle of the "L" in the first embodiment of the present invention. FIG. 2 is a diagram showing an example of a target route set in lane keeping control in the first embodiment of the present invention; 10 is a flowchart showing the process of a vehicle driving control system according to a second embodiment of the present invention. 11 is a flowchart showing the process of a vehicle driving control system according to a third embodiment of the present invention (1/2). 11 is a flowchart showing the process of a vehicle driving control system according to a third embodiment of the present invention (2/2). 11 is a flowchart showing the process of a vehicle driving control system according to a fourth embodiment of the present invention.

Below, an embodiment of the present invention will be described with reference to the drawings. In each drawing, the same reference numerals are used for equivalent components, and duplicated explanations will be omitted.

The first embodiment of the present invention will be described with reference to Figures 1 to 6.

1 and 2 are diagrams showing an example and another example of a target route set by lane keeping control in the prior art. In FIG. 1 and FIG. 2, a first lane 10 and a second lane 11 of a main trunk road are connected via an intersection 12, which is a connecting area. A vehicle 13 is traveling on the first lane 10 toward the intersection 12. A target route 14 of the vehicle 13 is obtained as a broken line connecting node points 16 on the center of the lane, which is the center line of the lane shape (shape sandwiched between white lines 15) of the first lane 10 and the second lane 11. Since no white lines are drawn in the intersection 12, the target route 14 in the intersection 12 is obtained as a line segment connecting node point 16 located at the end of the first lane 10 (entrance of the intersection 12) and node point 16 located at the start of the second lane 11 (exit of the intersection 12).

1, if the lateral offset distance 19 between the line segment 17 extending the lane center of the first lane 10 into the intersection 12 and the line segment 18 extending the lane center of the second lane 11 into the intersection 12 is large (the first lane 10 and the second lane 11 are connected with a lateral offset), the vehicle 13 enters the intersection 12 and then undergoes steering control toward the intersection exit, which may delay the behavior of the vehicle 13 and cause the vehicle 13 to deviate from the second lane 11 and enter an adjacent lane. Also, as shown in FIG. 2, a similar problem may occur if the angle 20 between the line segment extending the lane center of the first lane 10 into the intersection 12 and the line segment extending the lane center of the second lane 11 into the intersection 12 is large (the first lane 10 and the second lane 11 are connected in a "L" shape). Furthermore, although not shown in the figures, a similar problem may occur when the connection area 12 connecting the first lane 10 and the second lane 11 is a branch point where the first lane 10 branches into the second lane 11 and the third lane, or when the first lane 10 and the fourth lane merge into the second lane 11. This embodiment solves this problem.

Figure 3 is a functional block diagram of the vehicle driving control system 1 in the first embodiment. The vehicle driving control system 1 includes an external recognition sensor 101 such as a camera, a yaw rate sensor 102, a vehicle speed sensor 103, a GPS 104, a road information acquisition unit 105, a lane recognition unit 106, a lane shape generation unit 200, a lane keeping control unit 300, and a vehicle control unit 400. The lane shape generation unit 200 and the lane keeping control unit 300 are implemented in an ADAS (Advanced Driver Assistance System) controller, which is a type of ECU (Electronic Control Unit). The vehicle control unit 400 is implemented in a VMC (Vehicle Motion Control) controller, which is a type of ECU. The road information acquisition unit 105 and the lane recognition unit 106 are implemented in another ECU.

The lane shape generation unit 200 has a vehicle position estimation unit 201, a connection area vicinity determination unit 202, a connection area shape calculation unit 203, a lane shape correction unit 204, and a lane shape switching unit 205. The lane keeping control unit 300 has a control command value calculation unit 301. The vehicle control unit 400 has an actuator control unit 401.

The vehicle position estimation unit 201 calculates the vehicle position using the speed acquired by the vehicle speed sensor 103, the yaw rate acquired by the yaw rate sensor 102, the lane recognition information acquired by the lane recognition unit 106, the road information acquired by the road information acquisition unit 105, the position information acquired by the GPS 104, and the map information. The connection area vicinity determination unit 202 determines whether the vehicle 13 is located near the connection area 12 using the vehicle position and the map information. If the vehicle 13 is located within the connection area 12, the connection area shape calculation unit 203 calculates the shape of the connection area 12 using the vehicle position and the map information. The lane shape correction unit 204 corrects the lane shape using the connection area shape obtained by the connection area shape calculation unit 203. The lane shape switching unit 205 outputs the corrected lane shape to the lane keeping control unit 300 when the vehicle 13 is present near the connection area 12, and outputs the lane shape recognized by the lane recognition unit 106 to the lane keeping control unit 300 in other cases.

The control command value calculation unit 301 uses the lane shape output from the lane shape switching unit 205 to calculate a control command value (lane keeping control command value) for implementing lane keeping control, and outputs it to the vehicle control unit 400. The actuator control unit 401 operates a steering actuator (not shown) of the host vehicle 13 according to the lane keeping control command value.

FIG. 4 is a flowchart showing the processing of the vehicle driving control system 1 in the first embodiment. Each step will be explained in order below.

In step S101, the vehicle position estimation unit 201 reads the position, speed, yaw rate, white line recognition status by the camera, and map information of the vehicle 13. Note that in all of the following examples, white line recognition is performed by the camera, but white lines may also be detected by LiDAR, and road structures such as guardrails may be detected instead of white lines.

In step S102, the vehicle position estimation unit 201 determines whether or not the camera has detected a white line. If the camera has not detected a white line, the process proceeds to step S103; if the camera has detected a white line, the process proceeds to step S104.

In step S103, the vehicle position estimation unit 201 uses the speed, yaw rate, and map information of the vehicle 13 to calculate the current lateral position to the white line, the yaw angle from the white line, and the curvature of the white line by odometry. At this time, the yaw angle θ from the white line is corrected based on the future road shape as follows:

θ=θ+κs
Here, κ is the curvature of the future road [1/m], and s is the travel distance of the host vehicle since the previous calculation [m].

In step S104, the vehicle position estimation unit 201 reads the lateral position to the white line, the yaw angle from the white line, and the curvature of the white line from the camera.

In step S105, the vehicle position estimation unit 201 estimates the position of the vehicle 13 in the latitude and longitude directions on the map using the position, speed, yaw rate, lane shape, and map information of the vehicle 13 read in step S101. The vehicle position is estimated by, for example, assuming that the lane center recognized by the camera is the lane center on the map, and calculating the position of the vehicle 13 in the latitude and longitude directions on the map from its relative position to the lane center recognized by the camera using the position of the lane center on the map. In addition, after the white line is lost, the position of the vehicle 13 is determined using dead reckoning.

In step S106, the connection area vicinity determination unit 202 uses the map information read in step S101 and the vehicle position estimated in step S105 to calculate the distance to the start point of the intersection 12 and the distance from the end point of the intersection 12. These distances are calculated, for example, as the two-dimensional Euclidean distance between the vehicle position and the start point or end point of the intersection.

In step S107, the connection area vicinity determination unit 202 determines whether or not the vehicle 13 is near the intersection 12, using the vehicle position estimated in step S105 and the distance to the start point and the distance from the end point of the intersection 12 calculated in step S106. For example, if the distance to the start point of the intersection or the distance to the end point is less than a predetermined value, the vehicle 13 is determined to be near the intersection 12. If it is determined that the vehicle 13 is near the intersection, the process proceeds to step S108, and if not, the process proceeds to step S111.

In step S108, the connection area shape calculation unit 203 uses the map information read in step S101 and the vehicle position estimated in step S105 to determine whether the intersection pattern is offset, dogleg, or other. The intersection pattern is determined, for example, using the lateral offset distance 19 as shown in FIG. 1 and the angle 20 of the entrance and exit of the intersection 12 as shown in FIG. 2, and if the lateral offset distance 19 is equal to or less than a first predetermined value and the angle 20 is equal to or less than a second predetermined value, the intersection is determined to be "other."

In step S109, the lane shape correction unit 204 corrects the lane shape in the left-right direction (lateral direction) of the vehicle path in the correction section (shown in FIG. 6), which is a predetermined lane section including the connection area 12, based on the intersection pattern determined in step S108. The amount of correction in the left-right direction (lateral direction) is determined to be proportional to the lateral offset distance 19 in the case of an intersection with an "offset", and to the angle 20 in the case of an "L-shaped" intersection. In addition, in the case of an intersection where an "offset" and a "L-shaped" are combined, the correction amount may be calculated as shown in FIG. 5 using both the lateral offset distance 19 and the angle 20 of the "L-shaped". At this time, an upper limit is set for the correction amount so that the lane center (target route) in the lane shape after correction does not protrude into an adjacent lane in the lane shape before correction, or does not collide with a surrounding vehicle. The lane shape is then corrected using the left-right correction amount.

In step S110, the lane shape switching unit 205 inputs the lane shape corrected in step S109 to the lane keeping control unit 300.

In step S111, the lane shape switching unit 205 inputs the lane shape obtained in step S103 or S104 to the lane keeping control unit 300.

In step S112, the control command value calculation unit 301 sets the center line (lane center) of the lane shape input in step S110 or S111 as the target route, and calculates a lane keeping control command value for implementing steering control so that the host vehicle 13 travels along the target route.

In step S113, the actuator control unit 401 operates the steering actuator according to the lane keeping control command value.

FIG. 6 is a diagram showing an example of a target route set by lane keeping control in the first embodiment. The lane shape shown in FIG. 6 is the same as that shown in FIG. 1. The lane shape is a shape shifted to the left by a correction amount corresponding to the lateral offset distance 19 in the correction section, which is a specified lane section including the connection area 12. The target route 14a in the corrected lane shape is obtained as a broken line or curve passing through node point 16 in the lane shape outside the correction section and node point 16a in the lane shape within the correction section. In this way, the target route 14a is set so that the steering wheel is turned in advance just before the intersection 12.

(summary)
In the first embodiment, a vehicle driving control system 1 includes an external environment recognition sensor 101 that recognizes the surroundings of the vehicle 13, a lane recognition unit 106 that recognizes the lane in which the vehicle 13 is traveling based on the results of the recognition by the external environment recognition sensor 101, and a lane keeping control unit 300 that controls the vehicle 13 so that the vehicle 13 travels within the lane recognized by the lane recognition unit 106. The vehicle driving control system 1 includes a road information acquisition unit 105 that acquires road information including lane shapes, and a lane information acquisition unit 300 that acquires road information including lane shapes, and the lane includes a first lane 10 and a second lane 11, When the first lane 10 and the second lane 11 are connected via a connection area 12, the system is equipped with a connection area shape calculation unit 203 that calculates the shape of the connection area 12 based on the road information, and a lane shape correction unit 204 that corrects the shape of the lane in accordance with the shape of the connection area 12.When the vehicle 13 travels on the first lane 10 toward the connection area 12, the lane keeping control unit 300 performs lane keeping control in accordance with the lane shape corrected by the lane shape correction unit 204.

According to the first embodiment configured as described above, a target route for the vehicle 13 is set so that the steering wheel is turned before the vehicle enters the connection area 12, making it possible to maintain the lane even on a road where the first lane 10 and the second lane 11 are connected via the connection area 12.

The lane shape correction unit 204 also corrects the shape of the lane by determining the amount of correction in the direction perpendicular to the traveling direction of the vehicle 13 on the lane and the correction section, which is the lane section in which the shape of the lane is corrected. This makes it possible to simplify the method of correcting the vehicle line shape.

In addition, the lane shape correction unit 204 in the first embodiment determines the correction amount based on a lateral offset distance 19, which is the distance between a line segment 17 extending the lane center of the first lane 10 into the connection area 12 and a line segment 18 extending the lane center of the second lane 11 into the connection area 12. This makes it possible to maintain the lane even on a road where the first lane 10 and the second lane 11 are connected by being offset laterally via the connection area 12.

In addition, the lane shape correction unit 204 in the first embodiment determines the correction amount based on the angle 20 between the line segment extending from the lane center of the first lane 10 into the connection area 12 and the line segment extending from the lane center of the second lane 11 into the connection area 12. This makes it possible to maintain the lane even on a road where the first lane 10 and the second lane 11 are connected in a dogleg shape via the connection area 12.

In addition, the lane shape correction unit 204 in the first embodiment determines the correction amount based on the curvature of the lane when the lateral offset distance 19, which is the distance between the line segment 17 extending the lane center of the first lane 10 into the connection area 12 and the line segment 18 extending the lane center of the second lane 11 into the connection area 12, is less than or equal to a first predetermined value, and the angle 20 between the line segment extending the lane center of the first lane 10 into the connection area 12 and the line segment extending the lane center of the second lane 11 into the connection area 12 is less than or equal to a second predetermined value. This makes it possible to maintain the lane even on a road where the first lane 10 and the second lane 11 are connected via the connection area 12 with a curvature.

In addition, the connection area 12 in the first embodiment is either an intersection 12 connecting the first lane 10 and the second lane 11, a branch point where the first lane 10 branches into the second lane 11 and the third lane, or a merging point where the first lane 10 and the fourth lane merge into the second lane 11. This makes it possible to maintain lane status even on a road where the first lane 10 and the second lane 11 are connected via an intersection 12, a branch point, or a merging point.

The second embodiment of the present invention will be explained, focusing on the differences from the first embodiment.

In the first embodiment, the correction section of the vehicle alignment is constant regardless of the speed of the host vehicle 13, so if the speed of the host vehicle 13 is high, steering control may not be possible in time, and if the speed of the host vehicle 13 is low, the timing to start steering control may be too early. This embodiment solves this problem.

FIG. 7 is a flowchart showing the processing of the vehicle driving control system 1 in the second embodiment. Steps S201 to S208 and S210 to S213 in FIG. 7 are similar to steps S101 to S108 and S110 to S113 (shown in FIG. 4) in the first embodiment, so a description thereof will be omitted.

In step S209, the lane shape correction unit 204 corrects the lane shape to the left or right of the vehicle's path based on the speed of the vehicle 13 read in step S201 and the intersection pattern determined in step S208. The amount of correction to the vehicle shape is set to be proportional to the angle 20 (shown in FIG. 2) between the intersection entrance and the intersection exit in the case of a "L-shaped" intersection, for example. At this time, an upper limit is set to the amount of correction, as in step S109. In addition, the correction section of the vehicle shape is set to be larger (for example, extending toward the front side of the intersection 12) in proportion to the speed of the vehicle 13, for example. Thereafter, as in step S109, the lane center in the corrected lane shape is set as a new target route.

(summary)
The lane shape correction unit in the second embodiment determines a correction section, which is a lane section for correcting the lane shape, based on the speed of the host vehicle 13.

According to the second embodiment configured as described above, lane keeping is possible even on a road where the first lane 10 and the second lane 11 are connected via the connection area 12, regardless of the speed of the vehicle 13.

The third embodiment of the present invention will be explained, focusing on the differences from the second embodiment.

In the second embodiment, the correction section of the vehicle lane shape is determined based on the current speed of the vehicle 13. Therefore, if other vehicles are traveling slowly in a traffic jam ahead at the intersection, the correction section of the vehicle lane shape will be determined to be longer based on the current speed of the vehicle 13, even though the vehicle 13 will decelerate in the future, and the timing to start steering control may be too early. This embodiment solves this problem.

FIGS. 8 and 9 are flowcharts showing the processing of the vehicle driving control system 1 in the third embodiment. Steps S302 to S308 and S312 to S315 in FIG. 8 and FIG. 9 are similar to steps S202 to S208 and S210 to S213 (shown in FIG. 7) in the second embodiment, so their explanation will be omitted.

In step S301, the vehicle position estimation unit 201 reads the position, speed, and yaw rate of the vehicle 13, the white line recognition status by the camera, the positions and speeds of other vehicles by the camera, map information, and the set route.

In step S309, the lane shape correction unit 204 determines whether other vehicles are traveling smoothly or not ahead of the intersection that can be obtained from the set route read in step S301. Here, for example, it determines whether there are no other vehicles ahead of the intersection from the position of the other vehicles, and whether they are traveling smoothly from the speed of the other vehicles. Here, if other vehicles are traveling smoothly or not ahead of the intersection, the process proceeds to step S310, and if not, the process proceeds to step S311.

In step S310, the lane shape correction unit 204 corrects the lane shape calculated in step S303 or S304 based on the speed of the vehicle 13 and the intersection pattern, similar to step S209. That is, it determines the amount of lateral correction based on the intersection pattern, and determines the correction section based on the current speed of the vehicle 13.

In step S311, the lane shape correction unit 204 corrects the lane shape calculated in step S303 or S304 based on the predicted future speed of the vehicle 13 and the intersection pattern. That is, the amount of lateral correction is determined based on the intersection pattern, and the correction section is determined based on the predicted future speed of the vehicle 13. At this time, an upper limit is set for the correction amount as in step S209. The correction section is determined to be a speed lower than the current speed of the vehicle 13, for example, proportional to the speed of the other vehicle, for example, predicting that the vehicle 13 will decelerate to follow another vehicle traveling at a low speed ahead of the intersection 12. Thereafter, as in step S209, the lane center in the corrected lane shape is set as a new target route. The correction section may be determined based on the surrounding traffic conditions, driving route, or legal speed that can be acquired from the road information acquisition unit 105.

(summary)
The lane shape correction unit 204 in the third embodiment determines a correction section, which is a lane section in which the lane shape is to be corrected, based on the speed of the vehicle 13 and the traffic conditions around the vehicle 13 acquired by the external environment recognition sensor 101.

According to the third embodiment configured as described above, lane keeping is possible even on a road where the first lane 10 and the second lane 11 are connected via the connection area 12, regardless of the speed of the vehicle 13 and the surrounding traffic conditions.

In addition, the lane shape correction unit 204 in the third embodiment determines the correction section based on the speed of the vehicle 13 and the driving route that can be acquired from the road information acquisition unit 105. This makes it possible to maintain the lane even on a road where the first lane 10 and the second lane 11 are connected via the connection area 12, regardless of the speed and driving route of the vehicle 13.

In addition, the lane shape correction unit 204 in the third embodiment determines the correction section based on the speed of the vehicle 13 and the legal speed limits of the first lane 10 and the second lane 11 that can be acquired from the road information acquisition unit 105. This makes it possible to maintain the lane even on a road where the first lane 10 and the second lane 11 are connected via the connection area 12, regardless of the speed of the vehicle 13 and the legal speed limit.

The fourth embodiment of the present invention will be explained, focusing on the differences from the first embodiment.

In the first embodiment, the lane center in the corrected lane shape is set as the new target route, whereas in this embodiment, the target route is not changed and the vehicle position is corrected to make the vehicle 13 travel on the lane center in the corrected lane shape.

FIG. 10 is a flowchart showing the processing of the vehicle driving control system 1 in the fourth embodiment. Steps S401 to S408 and S412 in FIG. 10 are similar to steps S101 to S108 and S113 (shown in FIG. 4) in the first embodiment, so a description thereof will be omitted.

In step S409, the lane shape correction unit 204 corrects the vehicle position according to the amount of lateral correction of the vehicle lane shape. Specifically, the vehicle position is moved by the amount of correction in the direction opposite to the correction direction of the vehicle lane shape. After executing step S409, the process proceeds to step S410.

In step S410, the lane shape obtained in step S403 or S404 is input to the lane keeping control unit 300.

In step S411, the control command value calculation unit 301 sets the center line (lane center) of the lane shape input in step S410 as the target route, and calculates a lane keeping control command value for performing steering control so that the host vehicle 13 travels along the target route. At this time, if the host vehicle position has been corrected in step S409, the lane keeping control command value is calculated so that the host vehicle position after correction is located on the lane center of the lane shape before correction. In other words, this means that the lane keeping control command value is calculated so that the host vehicle position before correction is located on the lane center of the lane shape after correction.

In the fourth embodiment configured as described above, as in the first embodiment, lane keeping is possible even on a road where the first lane 10 and the second lane 11 are connected via a connection area 12.

Although the embodiments of the present invention have been described above in detail, the present invention is not limited to the above-mentioned embodiments and includes various modified examples. For example, the above-mentioned embodiments have been described in detail to explain the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to those having all of the configurations described. It is also possible to add part of the configuration of one embodiment to the configuration of another embodiment, and it is also possible to delete part of the configuration of one embodiment or replace it with part of another embodiment.

1...vehicle driving control system, 10...first lane, 11...second lane, 12...intersection (connection area), 13...own vehicle, 14, 14a...target route, 15...white line, 16, 16a...node point, 17, 18...line segment, 19...lateral offset distance, 20...angle, 101...external environment recognition sensor, 102...yaw rate sensor, 103...vehicle speed sensor, 105...road information acquisition unit, 106...lane recognition unit, 200...lane shape generation unit, 201...own vehicle position estimation unit, 202...connection area vicinity determination unit, 203...connection area shape calculation unit, 204...lane shape correction unit, 205...lane shape switching unit, 300...lane keeping control unit, 301...control command value calculation unit, 400...vehicle control unit, 401...actuator control unit.

Claims (10)

An external recognition sensor that recognizes the surroundings of the vehicle;
A lane recognition unit that recognizes the lane in which the vehicle is traveling based on the results recognized by the external environment recognition sensor;
a lane keeping control unit that performs steering control of the host vehicle so that the host vehicle travels along the lane recognized by the lane recognition unit,
a road information acquisition unit for acquiring road information including lane shapes;
a connection area shape calculation unit that calculates a shape of the connection area based on the road information when the lanes include a first lane and a second lane, and the first lane and the second lane are connected via a connection area;
a lane shape correction unit that corrects the shape of the lane according to the shape of the connection area,
the lane keeping control unit performs the steering control based on the shape of the lane corrected by the lane shape correction unit when the host vehicle travels along the first lane toward the connection area. 2. The vehicle driving control system according to claim 1,
the lane shape correction unit corrects the shape of the lane by determining an amount of correction of the lane in a direction perpendicular to a traveling direction of the vehicle and a correction section, which is a lane section in which the shape of the lane is corrected. 3. The vehicle driving control system according to claim 2,
the lane shape correction unit determines the correction amount based on a lateral offset distance, which is a distance between a line segment extending from a lane center of the first lane into the connection area and a line segment extending from a lane center of the second lane into the connection area. 3. The vehicle driving control system according to claim 2,
the lane shape correction unit determines the correction amount based on an angle between a line segment extending a lane center of the first lane into the connection area and a line segment extending a lane center of the second lane into the connection area. 3. The vehicle driving control system according to claim 2,
the lane shape correction unit determines the correction amount based on a curvature of the lane when a lateral offset distance, which is a distance between a line segment extending the lane center of the first lane into the connection area and a line segment extending the lane center of the second lane into the connection area, is equal to or less than a first predetermined value, and an angle between the line segment extending the lane center of the first lane into the connection area and the line segment extending the lane center of the second lane into the connection area is equal to or less than a second predetermined value. 3. The vehicle driving control system according to claim 2,
The vehicle driving control system according to claim 1, wherein the lane shape correction unit determines the correction section based on a speed of the host vehicle. 7. The vehicle driving control system according to claim 6,
The vehicle driving control system according to claim 1, wherein the lane shape correction unit determines the correction section based on a speed of the vehicle and a traffic state around the vehicle acquired by the external environment recognition sensor. 7. The vehicle driving control system according to claim 6,
The vehicle driving control system according to claim 1, wherein the lane shape correction unit determines the correction section based on a speed of the host vehicle and a driving route that can be acquired from the road information acquisition unit. 7. The vehicle driving control system according to claim 6,
The vehicle driving control system according to claim 1, wherein the lane shape correction unit determines the correction section based on a speed of the vehicle and legal speed limits of the first lane and the second lane that can be acquired from the road information acquisition unit. 2. The vehicle driving control system according to claim 1,
the connection area being any one of an intersection connecting the first lane and the second lane, a branching point where the first lane branches into the second lane and a third lane, and a merging point where the first lane and a fourth lane merge into the second lane.

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