JP2015063201A - Vehicular travel control apparatus - Google Patents

Vehicular travel control apparatus Download PDF

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JP2015063201A
JP2015063201A JP2013197831A JP2013197831A JP2015063201A JP 2015063201 A JP2015063201 A JP 2015063201A JP 2013197831 A JP2013197831 A JP 2013197831A JP 2013197831 A JP2013197831 A JP 2013197831A JP 2015063201 A JP2015063201 A JP 2015063201A
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vehicle speed
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vehicle
deceleration
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JP6119526B2 (en
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教彰 藤木
Noriaki Fujiki
教彰 藤木
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Nissan Motor Co Ltd
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Abstract

PROBLEM TO BE SOLVED: To provide a vehicular travel control apparatus capable of suppressing disturbance in a vehicle behavior during a turn and reducing discomfort forced to a passenger.SOLUTION: An apparatus performs: setting an at-turning target vehicle speed attainment position that is a position at which a vehicle speed of a vehicle itself attains an at-turning target vehicle speed at a position closer to the vehicle itself than a curve entrance inversely in proportionate with estimation accuracy of a position of the vehicle itself; and generating an at-deceleration target vehicle speed for reducing, continuously or stepwise, a speed of the vehicle itself down to the at-turning target vehicle speed between a deceleration start position and the at-turning target vehicle speed attainment position.

Description

本発明は、車両用走行制御装置に関する。   The present invention relates to a vehicle travel control device.

従来、旋回中に車両挙動が不安定になり、ドライバの意図とする挙動が実現できなくなった場合に、各輪に駆動力や制動力を作用させ、車両挙動を安定させる車両用走行制御装置が知られている。
特許文献１には、自車がカーブのどの位置にいるかを推定し、その推定結果に基づき、各輪に作用させる制駆動力を補正することで、経路に対する制駆動力の過不足を抑制し、より細やかに車両挙動の安定化を図る技術が開示されている。 Conventionally, when a vehicle behavior becomes unstable during a turn and a behavior intended by a driver cannot be realized, a driving control device for a vehicle that stabilizes the vehicle behavior by applying a driving force or a braking force to each wheel is provided. Are known.
Patent Document 1 estimates where the vehicle is on the curve, and corrects the braking / driving force acting on each wheel based on the estimation result, thereby suppressing excess / deficiency of the braking / driving force on the route. Further, a technique for further stabilizing the vehicle behavior has been disclosed.

特開2000-127931号公報JP 2000-127931 JP

しかしながら、上記従来技術にあっては、ヨーレートと車速とから推定した旋回挙動と、ナビゲーションシステムの地図データとに基づいてカーブに対する自車位置の推定を行うため、車両が旋回を開始するまではヨーレートが発生しないことから、直線路と区別できず、カーブに進入するまでは制駆動力の補正を行うことができない。
よって、自車位置の推定精度が低い場合、カーブ入り口で十分に減速できずに旋回を開始し、その後、車両挙動を抑制するよう制駆動力が補正されることになるため、車両挙動に乱れが生じ、乗員に不快感を与えるという問題があった。
本発明の目的は、旋回中に車両挙動が乱れるのを抑制でき、乗員に与える不快感を軽減できる車両用走行制御装置を提供することにある。 However, in the above prior art, since the vehicle position with respect to the curve is estimated based on the turning behavior estimated from the yaw rate and the vehicle speed and the map data of the navigation system, the yaw rate until the vehicle starts turning. Therefore, the braking / driving force cannot be corrected until the vehicle enters the curve.
Therefore, when the estimation accuracy of the host vehicle position is low, the vehicle cannot be sufficiently decelerated at the entrance of the curve and starts turning, and then the braking / driving force is corrected so as to suppress the vehicle behavior. Has occurred, causing discomfort to the passengers.
An object of the present invention is to provide a vehicular travel control device that can suppress the vehicle behavior from being disturbed during a turn and reduce the discomfort given to passengers.

本発明では、自車位置の推定精度が低いほど、自車の車速が旋回時目標車速に到達する位置である旋回時目標車速到達位置をカーブ入り口よりも自車に近い位置に設定し、減速開始位置から旋回時目標車速到達位置までの間に自車の車速を旋回時目標車速まで連続的または段階的に低下させるための減速時目標車速を生成する。   In the present invention, as the estimation accuracy of the vehicle position is lower, the target vehicle speed arrival position at which the vehicle speed reaches the target vehicle speed at the turn is set closer to the vehicle than the entrance of the curve, and the vehicle is decelerated. A target vehicle speed during deceleration is generated to reduce the vehicle speed of the host vehicle continuously or stepwise from the start position to the target vehicle speed arrival position during the turn to the target vehicle speed during the turn.

よって、自車位置の推定精度にかかわらずカーブ進入前に必要な減速を行うことができるため、旋回中に車両挙動が乱れるのを抑制でき、乗員に与える不快感を軽減できる。   Therefore, since it is possible to perform the necessary deceleration before entering the curve regardless of the estimation accuracy of the vehicle position, it is possible to suppress the disturbance of the vehicle behavior during the turn, and to reduce the discomfort given to the occupant.

実施例１の車両用走行制御装置を適用した車両の構成図である。1 is a configuration diagram of a vehicle to which a vehicle travel control device according to a first embodiment is applied. 実施例１のマイクロプロセッサ5の制御ブロック図である。FIG. 3 is a control block diagram of the microprocessor 5 according to the first embodiment. 曲率半径と旋回時目標車速との関係図である。FIG. 5 is a relationship diagram between a radius of curvature and a turning target vehicle speed. 減速開始位置および減速時目標車速の設定方法を示す図である。It is a figure which shows the setting method of the deceleration start position and the deceleration target vehicle speed. 自車位置推定精度（尤度）と推定誤差との関係図である。FIG. 6 is a relationship diagram between own vehicle position estimation accuracy (likelihood) and estimation error. マイクロプロセッサ5の制御ブロック図の他の構成例である。12 is another configuration example of a control block diagram of the microprocessor 5. 減速開始位置、旋回時目標車速到達位置および減速時目標車速の補正方法を示す図である。It is a figure which shows the correction method of the deceleration starting position, the target vehicle speed arrival position at the time of turning, and the target vehicle speed at the time of deceleration. 減速中の旋回時目標車速到達位置および減速時目標車速の補正方法を示す図である。It is a figure which shows the correction method of the target vehicle speed arrival position at the time of deceleration during deceleration, and the target vehicle speed at the time of deceleration.

〔実施例１〕
図１は、実施例１の車両用走行制御装置を適用した車両の構成図である。
カメラ（撮像手段）1は、例えば車室内もしくは車室外のフロントウィンドウ上部に取り付けられ、周囲の物体や、車線などの道路環境を撮影し、画像情報をマイクロプロセッサ5に送る。
カーナビゲーションユニット（地図情報照会手段）3は、道路情報等の地図データベースおよび情報処理装置から構成され、自車の周りの地図情報をマイクロプロセッサ5に送る。ここで、地図データベースには周囲環境のエッジ（特徴点）の位置や形状を三次元の画像として記録した三次元地図を保存しておく。
車速センサ（車速検出手段）4には、例えばホイールに取り付けられたロータリーエンコーダが利用可能であり、ホイールの回転に比例して発生するパルス信号を検出することで車速を計測し、マイクロプロセッサ5に送る。 [Example 1]
FIG. 1 is a configuration diagram of a vehicle to which the vehicle travel control device of the first embodiment is applied.
The camera (imaging means) 1 is attached, for example, to the interior of the vehicle interior or outside the front window, captures surrounding objects and road environments such as lanes, and sends image information to the microprocessor 5.
The car navigation unit (map information inquiry means) 3 includes a map database such as road information and an information processing device, and sends map information around the vehicle to the microprocessor 5. Here, the map database stores a three-dimensional map in which the positions and shapes of the edges (feature points) of the surrounding environment are recorded as a three-dimensional image.
For the vehicle speed sensor (vehicle speed detection means) 4, for example, a rotary encoder attached to the wheel can be used. The vehicle speed is measured by detecting a pulse signal generated in proportion to the rotation of the wheel, and the microprocessor 5 send.

マイクロプロセッサ5は、A/D変換回路、D/A変換回路、中央演算処理装置、メモリ等から構成される集積回路であり、メモリに格納されたプログラムに従って目標車速を生成し、駆動力操作量をパワートレーンコントローラ（車両速度制御手段）6に送り、制動力操作量をブレーキコントローラ（車両速度制御手段）8に送る。
パワートレーンコントローラ6は、駆動力操作量を実現するようにエンジン駆動系7を制御する。
ブレーキコントローラ8は、制動力操作量を実現するようにブレーキユニット9を制御する。
ブレーキユニット9は、各輪の制動力を独立に調整可能である。 The microprocessor 5 is an integrated circuit composed of an A / D conversion circuit, a D / A conversion circuit, a central processing unit, a memory, and the like, generates a target vehicle speed according to a program stored in the memory, and operates a driving force manipulated variable. Is sent to the power train controller (vehicle speed control means) 6 and the amount of braking force operation is sent to the brake controller (vehicle speed control means) 8.
The power train controller 6 controls the engine drive system 7 so as to realize the driving force operation amount.
The brake controller 8 controls the brake unit 9 so as to realize the braking force operation amount.
The brake unit 9 can independently adjust the braking force of each wheel.

図２は、実施例１のマイクロプロセッサ5の制御ブロック図である。
自車位置推定部（自車位置推定手段）51は、カメラ1で撮影した映像を画像処理し、車線、信号機等のエッジ画像を抽出し、カーナビゲーションユニット3のデータベースに保存している三次元地図のエッジと照合させることで、自車位置を推定し、その結果を出力する。
自車位置推定部51は、推定精度演算部（自車位置推定精度判定手段）51aを有する。推定精度演算部51aは、自車位置の推定精度である尤度を演算する。ここで、自車位置の尤度は、例えば、次のように投影画像とエッジ画像との一致度が高いほど大きくなるよう算出すれば良い。まず、三次元地図をカメラ1の内部、外部パラメータを用いてカメラ画像に投影変換した投影画像上とエッジ画像上のエッジ部が一致する点を抽出する。次に、三次元地図を参照して、その一致したエッジ部の三次元空間上での位置を求める。そして自車の推定位置から、その一致したエッジ部との距離を求め、その距離の逆数を尤度とする。なお、投影画像上とエッジ画像上のエッジ部が一致しない場合には、尤度を0とする。この処理を投影画像上の全画素に対して実施し、全画素の尤度の総和を自車位置の尤度とする。さらに、この尤度は自車位置の候補となる全ての点で算出し、その合計が1となるように正規化しておく。この方法では、車両から近いエッジが一致しているほど大きい尤度が設定される。 FIG. 2 is a control block diagram of the microprocessor 5 according to the first embodiment.
The own vehicle position estimation unit (own vehicle position estimation means) 51 performs image processing on the video captured by the camera 1, extracts edge images of lanes, traffic lights, etc., and stores them in the database of the car navigation unit 3 The vehicle position is estimated by matching with the edge of the map, and the result is output.
The own vehicle position estimation unit 51 includes an estimation accuracy calculation unit (own vehicle position estimation accuracy determination means) 51a. The estimation accuracy calculation unit 51a calculates the likelihood that is the estimation accuracy of the vehicle position. Here, the likelihood of the vehicle position may be calculated so as to increase as the matching degree between the projection image and the edge image increases, for example, as follows. First, a point at which the edge portion on the edge image coincides with the projection image obtained by projecting the 3D map into the camera image using the internal and external parameters of the camera 1 is extracted. Next, with reference to the 3D map, the position of the matched edge portion in the 3D space is obtained. Then, from the estimated position of the vehicle, the distance to the matching edge portion is obtained, and the reciprocal of the distance is set as the likelihood. The likelihood is set to 0 when the edge portion on the projection image and the edge image do not match. This process is performed for all the pixels on the projection image, and the sum of the likelihoods of all the pixels is used as the likelihood of the vehicle position. Further, this likelihood is calculated at all points that are candidates for the vehicle position, and is normalized so that the sum is 1. In this method, a larger likelihood is set as an edge closer to the vehicle matches.

目標車速生成部52は、カーナビゲーションユニット3と自車の推定位置から、カーブまでの距離とその曲率半径ρを取得し、取得した曲率半径ρと許容できる横加速度ayとから、下記の式(1)に基づき、カーブ入り口から出口までの旋回時目標車速Vcを設定する。

Figure 2015063201
ここで、許容できる横加速度ayは、乗員が不快に感じない範囲で設定すれば良い。目標車速生成部52は、各輪と路面間の摩擦係数を推定する路面状態推定部（路面状態推定手段）52aを備え、路面状態推定部52aにより推定した摩擦係数に応じて許容できる横加速度ayを可変する。図３に曲率半径と旋回時目標車速との関係を示す。旋回時目標車速Vcは、曲率半径ρが大きいほど、摩擦係数が大きいほど高くなる特性とする。
また、カーブでの旋回時目標車速Vcは横加速度の許容値だけでなく、ヨーレートの許容値に基づき算出しても良いし、両方で計算した旋回時目標車速の低い側を採用しても良い。
また、目標車速生成部（旋回時目標車速生成手段）52は、現在の車速から一定の目標減速度で減速した場合に、旋回時目標車速到達位置（カーブ入り口）で旋回時目標車速Vcを実現できる減速開始位置と減速時目標車速Vを生成する。目標減速度は、ドライバに急減速による違和感を与えない値とする。減速時目標車速V、旋回時目標車速Vc、減速開始位置および旋回時目標車速到達位置の関係を図４に示す。 The target vehicle speed generation unit 52 obtains the distance to the curve and the curvature radius ρ from the estimated position of the car navigation unit 3 and the own vehicle, and from the obtained curvature radius ρ and the allowable lateral acceleration a y , the following equation is obtained. Based on (1), set the target vehicle speed V c for turning from the curve entrance to the exit.
Figure 2015063201
 Here, the allowable lateral acceleration a y may be set within a range in which the passenger does not feel uncomfortable. The target vehicle speed generation unit 52 includes a road surface state estimation unit (road surface state estimation means) 52a that estimates a friction coefficient between each wheel and the road surface, and a lateral acceleration a that can be allowed according to the friction coefficient estimated by the road surface state estimation unit 52a. Variable y . FIG. 3 shows the relationship between the radius of curvature and the target vehicle speed during turning. Turning at the target vehicle speed V c, the larger the radius of curvature [rho, and becomes higher characteristic larger the coefficient of friction.
Further, the target vehicle speed V c at the time of turning in a curve may be calculated based on the allowable value of the yaw rate as well as the allowable value of the lateral acceleration, or the lower side of the target vehicle speed at the time of turning calculated by both may be adopted. good.
The target vehicle speed generation unit (turn target vehicle speed generation means) 52 sets the target vehicle speed V c during turning at the target vehicle speed arrival position (curve entrance) when the vehicle decelerates at a constant target deceleration from the current vehicle speed. Generates the deceleration start position that can be realized and the target vehicle speed V during deceleration. The target deceleration is a value that does not give the driver a sense of incongruity due to sudden deceleration. FIG. 4 shows the relationship between the target vehicle speed V during deceleration, the target vehicle speed V c during turning, the deceleration start position, and the target vehicle speed arrival position during turning.

旋回時目標車速到達位置補正部（旋回時目標車速到達位置設定手段）53は、目標車速生成部52で求めた旋回時目標車速Vcに到達する位置である旋回時目標車速到達位置を自車位置推定精度（尤度）に基づき自車に近い位置に補正するための補正量Ltを算出する。補正量Ltの算出には、自車位置推定精度と推定誤差の関係を用いる。この関係は、あらかじめ実車を用いた実験で取得しておき、図５に示すように、現在の自車位置推定精度に対する推定誤差を補正量Ltとして設定する。推定誤差は、自車位置推定精度（尤度）が低いほど大きくなる特性とする。 Turning at the target vehicle speed reaches the position correcting unit (turning-time target vehicle speed reaches position setting means) 53, turning at the target vehicle speed reaches the position the vehicle is a position to reach the turning-time target vehicle speed V c determined by the target vehicle speed generating section 52 based on the position estimation accuracy (likelihood) calculates a correction amount L t for correcting a position close to the vehicle. The calculation of the correction amount L t, using the estimation error of the relationship between the vehicle position estimation accuracy. This relationship keep obtained in experiments using preliminarily vehicle, as shown in FIG. 5, it sets the estimated error for the current vehicle position estimation accuracy as the correction amount L t. The estimation error has a characteristic that becomes larger as the vehicle position estimation accuracy (likelihood) is lower.

減速開始位置補正部（減速開始位置設定手段）54は、目標車速生成部52で求めた減速開始位置を自車位置推定精度（尤度）に基づき自車に近い位置に補正するための補正量Lsを算出する。この補正量Lsの算出は旋回時目標車速到達位置補正部53と同様、図５に示した自車位置推定精度と推定誤差との関係を用い、推定誤差を補正量Lsとして設定する。
なお、減速開始位置の補正量Lsは、旋回時目標車速到達位置の補正量Ltと異なっていてもよく、例えば、次のように設定しても良い。自車位置推定精度が悪化している場合は、新たに補正後の目標減速度を設定し、現在の車速から新たな目標減速度で減速した場合に、旋回時目標車速到達位置で旋回時目標車速Vcが実現できる位置を減速開始位置補正部54で再計算する。その減速開始位置から、旋回時目標車速到達位置補正部53で算出した補正量分遡った位置を減速開始位置とする。この場合、自車位置推定精度が悪化した際に、減速開始が早くなり過ぎることを抑制できる。また、この場合、マイクロプロセッサ5内の処理の構成は、図６に示すように、減速開始位置補正部54の入力として、目標車速生成部52と旋回時目標車速到達位置補正部53の出力が必要となる。 The deceleration start position correction unit (deceleration start position setting means) 54 corrects the deceleration start position obtained by the target vehicle speed generation unit 52 to a position close to the own vehicle based on the own vehicle position estimation accuracy (likelihood). L s is calculated. The correction amount L s is calculated by using the relationship between the vehicle position estimation accuracy and the estimation error shown in FIG. 5 and setting the estimation error as the correction amount L s, as with the turning target vehicle speed arrival position correction unit 53.
The correction amount L s for the deceleration start position may be different from the correction amount L t for the turning target vehicle speed arrival position, and may be set as follows, for example. If the vehicle position estimation accuracy has deteriorated, a new target deceleration after correction is set, and when the vehicle decelerates to the new target deceleration from the current vehicle speed, recalculating the position where the vehicle speed V c can be realized at the deceleration start position correction unit 54. A position retroactive from the deceleration start position by the correction amount calculated by the turning target vehicle speed arrival position correction unit 53 is set as the deceleration start position. In this case, when the own vehicle position estimation accuracy deteriorates, it is possible to suppress the start of deceleration from becoming too early. Further, in this case, as shown in FIG. 6, the processing configuration in the microprocessor 5 is such that the outputs of the target vehicle speed generating unit 52 and the turning target vehicle speed arrival position correcting unit 53 are input to the deceleration start position correcting unit 54. Necessary.

補正後目標車速生成部（減速時目標車速生成手段）55は、旋回時目標車速到達位置補正部53で算出した旋回時目標車速到達位置の補正量Ltと、減速開始位置補正部54で算出した減速開始位置の補正量Lsとから、目標車速生成部52で算出した減速時目標車速Vを補正し、その結果をパワートレーンコントローラ6とブレーキコントローラ8とに出力する。減速時目標車速Vの補正は、図７に示すように、目標車速生成部52で算出した減速時目標車速Vの旋回時目標車速到達位置を補正量Ltだけ自車に近づけると共に、減速開始位置を補正量Lsだけ自車に近づければ良い。 The corrected target vehicle speed generation unit (deceleration target vehicle speed generation means) 55 is calculated by the target vehicle speed arrival position correction amount L t calculated by the target vehicle speed arrival position correction unit 53 during turning and calculated by the deceleration start position correction unit 54 The target vehicle speed V during deceleration calculated by the target vehicle speed generation unit 52 is corrected from the corrected deceleration start position L s, and the result is output to the power train controller 6 and the brake controller 8. Correction of deceleration target vehicle speed V, as shown in FIG. 7, with the turning-state target vehicle speed reaches the position of the target vehicle speed deceleration target vehicle speed V calculated in generator 52 close only the vehicle correction quantity L t, the start of deceleration The position may be brought closer to the vehicle by the correction amount L s .

ここで、補正後の減速時目標車速Vに従って減速中に、自車位置推定精度が変化した場合について説明する。
減速中に自車位置推定精度が低下した場合には、再度、旋回時目標車速到達位置の補正量Ltを旋回時目標車速到達位置補正部53で算出する。補正量Ltは、自車位置推定精度が低下するほど、旋回時目標車速到達位置が現在の位置よりも自車に近づくような値とする。補正後目標車速生成部55は、再補正後の旋回時目標車速到達位置で旋回時目標車速Vcが実現できるよう減速時目標車速Vを補正する。
一方、減速中に自車位置推定精度が高まった場合には、再度、旋回時目標車速到達位置の補正量Ltを旋回時目標車速到達位置補正部53で算出する。補正量Ltは、自車位置精度が高くなるほど、旋回時目標到達位置が現在の位置よりも自車から遠ざかるような値とする。補正後目標車速生成部55は、再補正後の旋回時目標車速到達位置で旋回時目標車速Vcが実現できるよう減速時目標車速Vを補正する。このとき、図８に示すように、旋回時目標車速到達位置の補正量が前回に比べ小さくなっていた場合には、補正後目標車速生成部55において、最高速度を現在の車速に制限する。これにより、自車位置推定精度が高まったことで、減速中から再加速に転じることを抑制できる。 Here, the case where the vehicle position estimation accuracy changes during deceleration according to the corrected target vehicle speed V during deceleration will be described.
When the vehicle position estimation accuracy decreases during deceleration, the turning target vehicle speed arrival position correction unit 53 calculates again the correction amount Lt of the turning target vehicle speed arrival position. The correction amount Lt is set to a value such that the target vehicle speed arrival position at the time of turning approaches the host vehicle more than the current position as the host vehicle position estimation accuracy decreases. Corrected target vehicle speed generating unit 55, upon turning the target vehicle speed V c by turning at the target vehicle speed reaches position after re-correction corrects the deceleration target vehicle speed V so that it can achieve.
On the other hand, if the vehicle position estimation accuracy increases during deceleration, the turning target vehicle speed arrival position correction unit 53 calculates again the correction amount Lt of the turning target vehicle speed arrival position. The correction amount Lt is set to such a value that the turning target arrival position is further away from the own vehicle than the current position as the own vehicle position accuracy becomes higher. Corrected target vehicle speed generating unit 55, upon turning the target vehicle speed V c by turning at the target vehicle speed reaches position after re-correction corrects the deceleration target vehicle speed V so that it can achieve. At this time, as shown in FIG. 8, when the correction amount of the target vehicle speed arrival position at the time of turning is smaller than the previous time, the corrected target vehicle speed generation unit 55 limits the maximum speed to the current vehicle speed. As a result, the vehicle position estimation accuracy is increased, so that it is possible to prevent the vehicle from decelerating to reacceleration.

実施例１では、カーブ出口を加速開始位置として自車の車速を直進時の目標車速（例えば、カーブ進入直前の車速）に復帰させる加速制御を実施する。目標車速生成部（直進時目標車速生成手段）52は、減速時目標車速Vに応じた自車の減速制御を行う直前の車速を直進時目標車速とし、旋回時目標車速Vcから直進時目標車速まで一定の目標加速度で自車を加速させる加速時目標車速Vを生成する。減速開始位置補正部（加速開始位置設定手段）54および旋回時目標車速到達位置補正部（直進時目標車速到達位置設定手段）53は、カーブ進入時と同様に、自車位置推定精度（尤度）に基づき加速開始位置および直進時目標車速到達位置を自車から遠ざかる方向に補正する補正量を算出する。補正後目標車速生成部（加速時目標車速生成手段）55は、減速開始位置補正部54で算出した加速開始位置の補正量を用いて、目標車速生成部52で算出した加速時目標車速Vを補正し、その結果をパワートレーンコントローラ6とブレーキコントローラ8とに出力する。 In the first embodiment, acceleration control is performed to return the vehicle speed of the host vehicle to a target vehicle speed at the time of straight ahead (for example, the vehicle speed immediately before entering the curve) with the curve exit as the acceleration start position. The target vehicle speed generation unit (straight-line target vehicle speed generation means) 52 sets the vehicle speed immediately before performing deceleration control of the host vehicle according to the target vehicle speed V during deceleration as the target vehicle speed during straight travel, and uses the target vehicle speed V c during the straight travel A target vehicle speed V during acceleration is generated to accelerate the host vehicle at a constant target acceleration up to the vehicle speed. The deceleration start position correction unit (acceleration start position setting means) 54 and the turning target vehicle speed arrival position correction unit (straight-running target vehicle speed arrival position setting means) 53, as in the case of entering the curve, the vehicle position estimation accuracy (likelihood) ) To calculate the correction amount for correcting the acceleration start position and the straight target vehicle speed arrival position in the direction away from the host vehicle. The corrected target vehicle speed generation unit (acceleration target vehicle speed generation unit) 55 uses the acceleration start position correction amount calculated by the deceleration start position correction unit 54 to calculate the acceleration target vehicle speed V calculated by the target vehicle speed generation unit 52. The correction is made and the result is output to the power train controller 6 and the brake controller 8.

次に、作用を説明する。
従来の車両用走行制御装置では、カーブ進入後に制駆動力の補正を行っているため、自車位置推定精度が低い場合には、カーブ入り口で十分に減速できずに減速を開始し、その後、車両挙動を抑制するように制駆動力が補正されることで、車両挙動に乱れ（オーバーステア、アンダーステア）が生じ、乗員に不快感を与えていた。
これに対し、実施例１では、自車位置推定精度が低いほど、自車の車速が旋回時目標車速Vcに到達する旋回時目標車速到達位置をカーブ入り口よりも自車に近い位置に補正し、補正された旋回時目標車速到達位置に基づき現在の車速を旋回時目標車速Vcまで低下させる際の減速時目標車速Vを補正する。これにより、自車の推定位置が実際の位置よりも自車から遠ざかる方向にずれている場合であっても、カーブ進入後に減速時目標車速Vが変化するのを抑制できる。すなわち、自車位置推定精度にかかわらず、カーブ進入前に必要な減速を行うことができるため、旋回中に車両挙動が乱れるのを抑制でき、乗員に与える不快感を軽減できる。
また、実施例１では、減速時目標車速Vに応じた自車の減速中、一定の目標減速度が得られるように、自車位置推定精度が低いほど、自車の減速開始位置を自車に近い位置に補正し、補正された減速開始位置に基づき減速時目標車速Vを補正する。これにより、常に目標減速度に従った減速を実現できる。 Next, the operation will be described.
In the conventional vehicle travel control device, since the braking / driving force is corrected after entering the curve, if the vehicle position estimation accuracy is low, the vehicle cannot start decelerating sufficiently at the entrance of the curve, and then starts decelerating. By correcting the braking / driving force so as to suppress the vehicle behavior, the vehicle behavior is disturbed (oversteer, understeer), and the passenger is uncomfortable.
On the other hand, in the first embodiment, the lower the own vehicle position estimation accuracy, the more correct the target vehicle speed arrival position at which the vehicle speed reaches the target vehicle speed V c at the turn to a position closer to the own vehicle than the curve entrance. and, it corrects the deceleration target vehicle speed V in reducing the current vehicle speed based on the corrected turning when the target vehicle speed reaches position to pivot when the target vehicle speed V c. Thereby, even when the estimated position of the own vehicle is deviated in a direction away from the own vehicle from the actual position, it is possible to suppress the deceleration target vehicle speed V from changing after entering the curve. In other words, the vehicle can be decelerated before entering the curve regardless of the vehicle position estimation accuracy, so that the vehicle behavior can be prevented from being disturbed during the turn and the discomfort given to the occupant can be reduced.
Further, in the first embodiment, the deceleration start position of the own vehicle is set as the own vehicle position estimation accuracy is lower so that a constant target deceleration can be obtained during the deceleration of the own vehicle according to the deceleration target vehicle speed V. The target vehicle speed V during deceleration is corrected based on the corrected deceleration start position. Thereby, the deceleration according to the target deceleration can always be realized.

実施例１では、減速時目標車速Vに応じた自車の減速中に自車位置推定精度が高くなった場合、推定精度が高いほど、旋回時目標車速到達位置を現在の位置よりも自車から遠ざかる位置に補正する。これにより、より旋回時目標車速到達位置をカーブ入り口に近づけることができ、早めに減速してしまうことに対する乗員の不快感を軽減できる。ここで、減速時目標車速Vに従ってすでに減速を開始してしまっていた場合は、減速開始位置および旋回時目標車速到達位置を遅くすることで、現在の車速よりも高い速度で走行できることになる。しかしながら、この場合は、減速から加速に転じ、さらにその後減速することになるため、乗員が不快に感じることになる。そこで、実施例１では、現在の車速を上限として減速時目標車速Vを生成することで、減速から加速に転じることがなくなるため、乗員に与える不快感を軽減できる。
一方、実施例１では、減速時目標車速Vに応じた自車の減速中に自車位置推定精度が低下した場合、推定精度が低いほど、旋回時目標車速到達位置を現在の位置よりも自車に近い位置に補正する。これにより、減速が不十分なことによる車両挙動の乱れを抑制でき、乗員に与える不快感を軽減できる。 In the first embodiment, when the own vehicle position estimation accuracy becomes higher during deceleration of the host vehicle according to the deceleration target vehicle speed V, the higher the estimation accuracy is, the higher the target vehicle speed arrival position at the turn than the current position is. Correct the position away from the camera. Thereby, the target vehicle speed arrival position at the time of turning can be brought closer to the entrance of the curve, and the discomfort of the occupant with respect to decelerating early can be reduced. If deceleration has already started according to the deceleration target vehicle speed V, the vehicle can travel at a speed higher than the current vehicle speed by slowing the deceleration start position and the target vehicle speed arrival position during turning. However, in this case, since the vehicle starts to decelerate to accelerate and then decelerates, the passenger feels uncomfortable. Thus, in the first embodiment, by generating the deceleration target vehicle speed V with the current vehicle speed as an upper limit, the vehicle does not shift from deceleration to acceleration, so that discomfort given to the occupant can be reduced.
On the other hand, in the first embodiment, when the own vehicle position estimation accuracy decreases during deceleration of the host vehicle according to the deceleration target vehicle speed V, the lower the estimation accuracy is, the lower the target vehicle speed arrival position at the turn than the current position is. Correct the position closer to the car. Thereby, disturbance of the vehicle behavior due to insufficient deceleration can be suppressed, and uncomfortable feeling given to the occupant can be reduced.

実施例１では、摩擦係数が高いほど旋回時目標車速Vcを高く設定する。これにより、車輪と路面間の摩擦係数が低い場合には、より低い減速時目標車速を設定することができ、その結果、路面状態に応じた減速を実現できるため、減速が不十分なことによる車両挙動の乱れを抑制できる。
実施例１では、カーブ出口において、自車位置推定精度が低いほど加速開始位置をカーブ出口よりも自車から遠ざかる位置に補正する。これにより、自車位置推定精度が悪い場合に、カーブの途中であるにもかかわらずカーブ終了と判断して加速することがないため、旋回中の加速による車両挙動の乱れを抑制できる。 In Example 1, the friction coefficient is set to a high higher during turning target vehicle speed V c. Thereby, when the friction coefficient between the wheel and the road surface is low, it is possible to set a lower target vehicle speed during deceleration, and as a result, it is possible to realize deceleration according to the road surface condition. Disturbances in vehicle behavior can be suppressed.
In the first embodiment, at the curve exit, the acceleration start position is corrected to a position farther from the vehicle than the curve exit as the vehicle position estimation accuracy is lower. As a result, when the vehicle position estimation accuracy is poor, it is determined that the curve has ended despite the fact that the vehicle is in the middle of the curve, and acceleration is not performed. Therefore, disturbance in vehicle behavior due to acceleration during turning can be suppressed.

以上説明したように、実施例１にあっては以下に列挙する効果を奏する。
(1) 車速を検出する車速センサ4と、自車周囲環境の撮像画像を取得するカメラ1と、あらかじめ記憶された周囲環境の画像から構成される三次元地図を有し、自車の走行経路形状を照会するカーナビゲーションユニット3と、カメラ1の撮像画像から周囲環境のエッジ画像を抽出し、三次元地図の画像と照合して自車位置を推定する自車位置推定部51と、カーナビゲーションユニット3に保存している三次元地図と自車の推定位置とから、自車前方のカーブ入り口の旋回時目標車速Vcを生成する目標車速生成部52と、三次元地図上における自車の推定位置からカメラ1を用いて撮影したと仮定した場合の投影画像上と撮像画像上のエッジ部が一致する点を抽出し、各抽出点の三次元空間上における位置が自車の推定位置から近いほど、自車位置の推定精度（尤度）が高いと判定する推定精度演算部51aと、自車位置推定精度が低いほど、自車の旋回時目標車速到達位置をカーブ入り口よりも自車に近い位置に設定する旋回時目標車速到達位置補正部53と、自車の車速と旋回時目標車速到達位置とに基づいて自車の減速開始位置を設定する減速開始位置補正部54と、現在の車速と自車の推定位置とに基づき、減速開始位置から旋回時目標車速到達位置までの間に自車の車速を旋回時目標車速Vcまで連続的に低下させるための減速時目標車速Vを生成する補正後目標車速生成部55と、減速時目標車速Vに基づき自車の車速を制御するパワートレーンコントローラ6およびブレーキコントローラ8と、を備えた。
よって、自車位置推定精度にかかわらず、カーブ進入前に必要な減速を行うことができるため、旋回中に車両挙動が乱れるのを抑制でき、乗員に与える不快感を軽減できる。 As described above, Example 1 has the following effects.
(1) A vehicle speed sensor 4 that detects a vehicle speed, a camera 1 that acquires a captured image of the surrounding environment of the host vehicle, and a three-dimensional map that includes an image of the surrounding environment stored in advance, and the traveling route of the host vehicle A car navigation unit 3 that inquires the shape, an edge image of the surrounding environment extracted from the image captured by the camera 1, and collated with an image of a three-dimensional map to estimate the vehicle position, and a car navigation From the 3D map stored in unit 3 and the estimated position of the vehicle, a target vehicle speed generation unit 52 that generates a target vehicle speed V c at the time of turning at the curve entrance ahead of the vehicle, and the vehicle's vehicle on the 3D map Extract the points where the edge of the projected image and the captured image coincide with each other when the camera 1 is assumed to be captured from the estimated position, and the position of each extracted point in the three-dimensional space from the estimated position of the vehicle The closer you are, the better your vehicle location will be The estimation accuracy calculation unit 51a that determines that the degree (likelihood) is high, and the lower the own vehicle position estimation accuracy, the more the target vehicle speed arrival position during turning of the own vehicle is set closer to the own vehicle than the entrance of the curve Target vehicle speed arrival position correction unit 53, deceleration start position correction unit 54 that sets the deceleration start position of the host vehicle based on the vehicle speed of the host vehicle and the target vehicle speed arrival position during turning, and the current vehicle speed and the estimated position of the host vehicle Based on the above, the corrected target vehicle speed generation for generating the deceleration target vehicle speed V for continuously reducing the vehicle speed of the host vehicle to the target vehicle speed V c at the turn from the deceleration start position to the target vehicle speed arrival position at the turn And a power train controller 6 and a brake controller 8 that control the vehicle speed of the host vehicle based on the target vehicle speed V during deceleration.
Therefore, since it is possible to perform the necessary deceleration before entering the curve regardless of the vehicle position estimation accuracy, it is possible to suppress the disturbance of the vehicle behavior during the turn, and to reduce the discomfort given to the occupant.

(2) 減速開始位置補正部54は、減速時目標車速Vに応じた自車の減速中、一定の目標減速度が得られる減速開始位置を設定する。
よって、常に目標減速度に従った減速を実現できる。 (2) The deceleration start position correction unit 54 sets a deceleration start position at which a constant target deceleration is obtained during deceleration of the host vehicle according to the deceleration target vehicle speed V.
Therefore, it is possible to always realize deceleration according to the target deceleration.

(3) 旋回時目標車速到達位置補正部53は、減速時目標車速Vに応じた自車の減速中に自車位置推定精度が高くなった場合、推定精度が高くなるほど、旋回時目標車速到達位置を現在の位置よりも自車から遠い位置に再設定する。
よって、早めに減速してしまうことに対する乗員の不快感を軽減できる。 (3) The target vehicle speed arrival position correction unit 53 at the time of turning, when the vehicle position estimation accuracy becomes high during deceleration of the host vehicle according to the target vehicle speed V at the time of deceleration, Reset the position to a position farther from the vehicle than the current position.
Therefore, a passenger's discomfort with respect to decelerating early can be reduced.

(4) 補正後目標車速生成部55は、旋回時目標車速到達位置が再設定された場合、現在の車速を上限として減速時目標車速Vを再生成する。
よって、減速から加速に転じることで乗員に与える不快感を軽減できる。 (4) The corrected target vehicle speed generation unit 55 regenerates the deceleration target vehicle speed V with the current vehicle speed as the upper limit when the turn target vehicle speed arrival position is reset.
Therefore, the discomfort given to the occupant by shifting from deceleration to acceleration can be reduced.

(5) 旋回時目標車速到達位置補正部53は、減速時目標車速Vに応じた自車の減速中に自車位置推定精度が低下した場合、推定精度が低下するほど、旋回時目標車速到達位置を現在の位置よりも自車に近い位置に再設定する。
よって、減速が不十分なことにより車両挙動の乱れを抑制でき、乗員に与える不快感を軽減できる。 (5) The target vehicle speed arrival position correction unit 53 at the time of turning, when the vehicle position estimation accuracy decreases during deceleration of the host vehicle according to the target vehicle speed V during deceleration, Reset the position closer to the vehicle than the current position.
Therefore, the disturbance of the vehicle behavior can be suppressed due to insufficient deceleration, and the discomfort given to the occupant can be reduced.

(6) 各輪と路面間との摩擦係数を推定する路面状態推定部52aを備え、目標車速生成部52は、摩擦係数が高いほど、旋回時目標車速Vcを高く設定する。
よって、路面状態に応じた減速を実現でき、減速が不十分なことによる車両挙動の乱れを抑制できる。 (6) includes a road surface condition estimation unit 52a for estimating the friction coefficient between between each wheel and the road surface, the target vehicle speed generating unit 52, the higher the friction coefficient, setting a high swirl at the target vehicle speed V c.
Therefore, deceleration according to the road surface condition can be realized, and disturbance of vehicle behavior due to insufficient deceleration can be suppressed.

(7) カーブ出口通過後の直進時目標車速を生成する目標車速生成部52と、自車の直進時目標車速到達位置を設定する旋回時目標車速到達位置補正部53と、推定精度が低いほど、自車の加速開始位置をカーブ出口よりも自車から遠い位置に設定する減速開始位置補正部54と、加速開始位置から直進時目標車速到達位置までの間に自車の車速を直進時目標車速まで連続的に高めるための加速時目標車速Vを生成する補正後目標車速生成部55と、を備え、パワートレーンコントローラ6およびブレーキコントローラ8は、加速時目標車速に基づいて自車の速度を制御する。
よって、旋回中の加速による車両挙動の乱れを抑制できる。 (7) The target vehicle speed generation unit 52 that generates the target vehicle speed when traveling straight after passing the curve exit, the target vehicle speed arrival position correction unit 53 that sets the target vehicle speed arrival position when the host vehicle travels straight, and the lower the estimation accuracy, The deceleration start position correction unit 54 sets the acceleration start position of the host vehicle to a position farther from the host vehicle than the curve exit, and the target vehicle speed of the host vehicle is set between the acceleration start position and the target vehicle speed arrival position at the straight drive. A corrected target vehicle speed generation unit 55 that generates a target vehicle speed V during acceleration for continuously increasing the vehicle speed, and the power train controller 6 and the brake controller 8 adjust the speed of the host vehicle based on the target vehicle speed during acceleration. Control.
Therefore, disturbance of the vehicle behavior due to acceleration during turning can be suppressed.

（他の実施例）
以上、本発明を実施するための形態を、実施例に基づいて説明したが、本発明の具体的な構成は、実施例に限定されるものではなく、発明の要旨を逸脱しない範囲の設計変更等があっても本発明に含まれる。 (Other examples)
As mentioned above, although the form for implementing this invention was demonstrated based on the Example, the concrete structure of this invention is not limited to an Example, The design change of the range which does not deviate from the summary of invention And the like are included in the present invention.

1 カメラ
3 カーナビゲーションユニット
5 マイクロプロセッサ
6 パワートレーンコントローラ
7 エンジン駆動系
8 ブレーキコントローラ
9 ブレーキユニット
51 自車位置推定部
51a 推定精度演算部
52 目標車速生成部
52a 路面状態推定部
53 旋回時目標車速到達位置補正部
54 減速開始位置補正部
55 補正後目標車速生成部 1 Camera
3 Car navigation unit
5 Microprocessor
6 Powertrain controller
7 Engine drive system
8 Brake controller
9 Brake unit
51 Own vehicle position estimation part
51a Estimated accuracy calculator
52 Target vehicle speed generator
52a Road condition estimation part
53 Target vehicle speed arrival position correction unit during turning
54 Deceleration start position correction section
55 Corrected target vehicle speed generator

Claims (7)

自車の車速を検出する車速検出手段と、
自車周囲環境の撮像画像を取得する撮像手段と、
あらかじめ記憶された周囲環境の画像から構成される三次元地図を有し、自車の走行経路形状を照会する地図照会手段と、
前記撮像画像を前記三次元地図の画像と照合して自車の位置を推定する自車位置推定手段と、
前記走行経路形状に基づき自車前方のカーブ入り口の旋回時目標車速を生成する旋回時目標車速生成手段と、
前記三次元地図の画像と前記撮像画像との一致度合いが低いと、自車位置の推定精度が低いと判定する自車位置推定精度判定手段と、
前記推定精度が低いと、自車の旋回時目標車速到達位置を前記カーブ入り口よりも自車に近い位置に設定する旋回時目標車速到達位置設定手段と、
前記自車の車速と前記旋回時目標車速到達位置とに基づいて自車の減速開始位置を設定する減速開始位置設定手段と、
前記減速開始位置から前記旋回時目標車速到達位置までの間に自車の速度を前記旋回時目標車速まで連続的または段階的に低下させるための減速時目標車速を生成する減速時目標車速生成手段と、
前記減速時目標車速に基づき自車の速度を制御する車両速度制御手段と、
を備えたことを特徴とする車両用走行制御装置。 Vehicle speed detection means for detecting the vehicle speed of the vehicle;
An imaging means for acquiring a captured image of the surrounding environment of the vehicle;
A map inquiry means having a three-dimensional map composed of pre-stored images of the surrounding environment and inquiring about the traveling route shape of the vehicle;
Vehicle position estimation means for comparing the captured image with the image of the three-dimensional map to estimate the position of the vehicle;
A turning target vehicle speed generating means for generating a turning target vehicle speed at a curve entrance in front of the host vehicle based on the travel route shape;
If the degree of coincidence between the image of the three-dimensional map and the captured image is low, own vehicle position estimation accuracy determination means that determines that the estimation accuracy of the own vehicle position is low;
When the estimation accuracy is low, turning target vehicle speed arrival position setting means for setting the turning target vehicle speed arrival position closer to the vehicle than the entrance of the curve;
A deceleration start position setting means for setting a deceleration start position of the host vehicle based on the vehicle speed of the host vehicle and the target vehicle speed arrival position at the turn;
Deceleration target vehicle speed generating means for generating a deceleration target vehicle speed for continuously or stepwise decreasing the speed of the host vehicle from the deceleration start position to the turn target vehicle speed arrival position. When,
Vehicle speed control means for controlling the speed of the host vehicle based on the target vehicle speed during deceleration;
A vehicle travel control device comprising: 請求項１に記載の車両用走行制御装置において、
前記減速開始位置設定手段は、前記減速時目標車速に応じた自車の減速中、一定の目標減速度が得られる前記減速開始位置を設定することを特徴とする車両用走行制御装置。 The vehicle travel control apparatus according to claim 1,
The vehicle travel control device, wherein the deceleration start position setting means sets the deceleration start position at which a constant target deceleration is obtained during deceleration of the host vehicle according to the deceleration target vehicle speed. 請求項１または請求項２に記載の車両用走行制御装置において、
前記旋回時目標車速到達位置設定手段は、前記減速時目標車速に応じた自車の減速中に前記推定精度が高くなった場合、前記推定精度が高くなるほど、前記旋回時目標車速到達位置を現在の位置よりも自車から遠い位置に再設定することを特徴とする車両用走行制御装置。 In the vehicle travel control device according to claim 1 or 2,
The turning target vehicle speed arrival position setting means sets the turning target vehicle speed arrival position as the estimated accuracy becomes higher as the estimation accuracy becomes higher when the estimation accuracy becomes higher during deceleration of the host vehicle according to the deceleration target vehicle speed. A travel control device for a vehicle, which is reset to a position farther from the vehicle than the position of the vehicle. 請求項３に記載に車両用走行制御装置において、
減速時目標車速生成手段は、前記旋回時目標車速到達位置が再設定された場合、現在の車速を上限として前記減速時目標車速を再生成することを特徴とする車両用走行制御装置。 In the vehicle travel control device according to claim 3,
The deceleration target vehicle speed generation means regenerates the deceleration target vehicle speed with the current vehicle speed as an upper limit when the turn target vehicle speed arrival position is reset. 請求項１ないし請求項４のいずれか１項に記載の車両用走行制御装置において、
前記旋回時目標車速到達位置設定手段は、前記減速時目標車速に応じた自車の減速中に前記推定精度が低下した場合、前記推定精度が低下するほど、前記旋回時目標車速到達位置を現在の位置よりも自車に近い位置に再設定することを特徴とする車両用走行制御装置。 The vehicle travel control apparatus according to any one of claims 1 to 4,
The turning target vehicle speed arrival position setting means sets the turning target vehicle speed arrival position to the current position as the estimation accuracy decreases when the estimation accuracy decreases during deceleration of the host vehicle according to the deceleration target vehicle speed. The vehicle travel control device is reset to a position closer to the host vehicle than the position of the vehicle. 請求項１ないし請求項５のいずれか１項に記載の車両用走行制御装置において、
各輪と路面間との摩擦係数を推定する路面状態推定手段を備え、
前記旋回時目標車速生成手段は、前記摩擦係数が高いほど、前記旋回時目標車速を高く設定することを特徴とする車両用走行制御装置。 The vehicle travel control apparatus according to any one of claims 1 to 5,
Road surface state estimating means for estimating the friction coefficient between each wheel and the road surface,
The turning target vehicle speed generating means sets the turning target vehicle speed higher as the friction coefficient is higher. 請求項１ないし請求項６のいずれか１項に記載の車両用走行制御装置において、
カーブ出口通過後の直進時目標車速を生成する直進時目標車速生成手段と、
自車の直進時目標車速到達位置を設定する直進時目標車速到達位置設定手段と、
前記推定精度が低いと、自車の加速開始位置を前記カーブ出口よりも自車から遠い位置に設定する加速開始位置設定手段と、
前記加速開始位置から前記直進時目標車速到達位置までの間に自車の速度を前記直進時目標車速まで連続的または段階的に高めるための加速時目標車速を生成する加速時目標車速生成手段と、
を備え、
前記車両速度制御手段は、前記加速時目標車速に基づいて自車の速度を制御することを特徴とする車両用走行制御装置。 In the vehicle travel control device according to any one of claims 1 to 6,
A straight-ahead target vehicle speed generating means for generating a straight-ahead target vehicle speed after passing the curve exit;
A target vehicle speed arrival position setting means for setting a target vehicle speed arrival position when the host vehicle is traveling straight;
When the estimation accuracy is low, an acceleration start position setting means for setting the acceleration start position of the own vehicle at a position farther from the own vehicle than the curve exit;
Acceleration target vehicle speed generating means for generating a target vehicle speed during acceleration for increasing the speed of the own vehicle continuously or stepwise from the acceleration start position to the target vehicle speed arrival position during straight travel to the target vehicle speed during straight travel; ,
With
The vehicular speed control means controls the speed of the host vehicle based on the target vehicle speed during acceleration.
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