WO2022070290A1 - 走行経路生成装置及び走行経路生成方法 - Google Patents
走行経路生成装置及び走行経路生成方法 Download PDFInfo
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- WO2022070290A1 WO2022070290A1 PCT/JP2020/037070 JP2020037070W WO2022070290A1 WO 2022070290 A1 WO2022070290 A1 WO 2022070290A1 JP 2020037070 W JP2020037070 W JP 2020037070W WO 2022070290 A1 WO2022070290 A1 WO 2022070290A1
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- 238000012806 monitoring device Methods 0.000 claims description 9
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- 238000004364 calculation method Methods 0.000 description 4
- 238000001514 detection method Methods 0.000 description 4
- 101000633089 Homo sapiens Transient receptor potential cation channel subfamily V member 2 Proteins 0.000 description 3
- 102100029621 Transient receptor potential cation channel subfamily V member 2 Human genes 0.000 description 3
- 238000013473 artificial intelligence Methods 0.000 description 3
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- 238000012937 correction Methods 0.000 description 2
- 102000003567 TRPV4 Human genes 0.000 description 1
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- 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
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18163—Lane change; Overtaking manoeuvres
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- 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
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
-
- 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
- B60W30/12—Lane keeping
-
- 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
- B60W60/00—Drive control systems specially adapted for autonomous road vehicles
- B60W60/001—Planning or execution of driving tasks
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
- G06V20/00—Scenes; Scene-specific elements
- G06V20/50—Context or environment of the image
- G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
- G06V20/588—Recognition of the road, e.g. of lane markings; Recognition of the vehicle driving pattern in relation to the road
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- 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/10—Number of lanes
-
- 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/30—Road curve radius
-
- 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/53—Road markings, e.g. lane marker or crosswalk
Definitions
- the present application relates to a travel route generation device and a travel route generation method.
- a vehicle control device that generates a traveling route for changing lanes and changes the lane of the own vehicle.
- a traveling route for changing lanes is generated in advance at the start of lane change based on the lane marking information of the lane change destination acquired at the start of lane change.
- the lane marking information ahead of the maximum distance that can be detected by the camera or radar has low accuracy, and as in Patent Document 1, the distant part in the travel path generated in advance at the start of the lane change is reliable. There was the problem of being low. Further, when the lane marking information cannot be acquired due to an obstacle or the like at the start of the lane change, there is a problem that the accuracy of the traveling route generated in advance at the start of the lane change is low.
- the present application provides a travel route generation device and a travel route generation method capable of accurately generating a travel route for changing a lane by using the latest lane marking information obtained during a lane change. I am aiming.
- the traveling route generator is Each recognizable single or multiple lane lane marking in front of the own vehicle, including the own lane that is the lane in which the own vehicle is traveling and the lane adjacent to the own lane, based on the position of the own vehicle.
- a lane marking information acquisition unit that acquires lane marking information regarding the position and shape of the lane marking
- a travel path recognition unit that determines the correspondence between each lane and its own lane based on the lane information of each lane.
- whether or not the lane marking information of each lane marking is valid lane marking information that can be used to generate a lane change driving route that is a driving route for changing lanes.
- Judgment lane marking information validity judgment unit and During the lane change, one lane marking from the left lane marking and the right lane marking of the own lane is used as a reference section based on the validity determination result of the lane marking information of each lane marking by the lane marking information validity determination unit.
- the reference lane line selection section to be selected as a line, and It is provided with a travel route generation unit that generates the lane change travel route, which is a travel route for changing the lane, based on the lane marking information of the reference lane during the lane change.
- the traveling route generation method is Each recognizable single or multiple lane lane marking in front of the own vehicle, including the own lane that is the lane in which the own vehicle is traveling and the lane adjacent to the own lane, based on the position of the own vehicle.
- the lane marking information acquisition step for acquiring lane marking information regarding the position and shape of the lane marking
- a travel path recognition step for determining the correspondence between each lane and the own lane based on the lane information of each lane.
- whether or not the lane marking information of each lane marking is valid lane marking information that can be used to generate a lane change driving route that is a driving route for changing lanes.
- Judgment lane marking information valid judgment step and During the lane change, one lane marking from the left lane marking and the right lane marking of the own lane is used as a reference section based on the validity determination result of the lane marking information of each lane marking in the lane marking information validity determination step.
- the reference lane selection step to select as a line, and It is provided with a travel route generation step for generating the lane change travel route, which is a travel route for changing the lane, based on the lane marking information of the reference lane during the lane change.
- the travel route generation device and the travel route generation method According to the travel route generation device and the travel route generation method according to the present application, the latest lane marking information of each lane that is sequentially obtained during the lane change, and the lane markings on the left and right sides of the own lane based on the validity determination result.
- a lane change driving route is generated based on the lane marking information of the reference lane marking selected from. Therefore, it is possible to accurately generate a lane change traveling route based on the latest lane marking information obtained sequentially during the lane change.
- FIG. 1 It is a schematic block diagram of the traveling route generation apparatus which concerns on Embodiment 1.
- FIG. It is a hardware block diagram of the travel path generation apparatus which concerns on Embodiment 1.
- FIG. It is a hardware block diagram of the travel path generation apparatus which concerns on Embodiment 1.
- FIG. It is a flowchart explaining the schematic process of the traveling route generation apparatus which concerns on Embodiment 1. It is a figure explaining the own vehicle coordinate system and the like which concerns on Embodiment 1. It is a figure explaining the division line information which concerns on Embodiment 1.
- FIG. It is a figure explaining the lane marking information of own lane which concerns on Embodiment 1, and own vehicle travel route. It is a figure explaining the lane change which concerns on Embodiment 1.
- FIG. 1 It is a schematic block diagram of the traveling route generation apparatus which concerns on Embodiment 1.
- FIG. It is a hardware block diagram of the travel path generation apparatus which concerns on Embodiment 1.
- FIG. It is a flow
- FIG. It is a time chart explaining the change of the correspondence relation between the own lane and each section line by the lane change which concerns on Embodiment 1.
- FIG. It is a figure for demonstrating the validity determination of the division line information which concerns on Embodiment 1. It is a figure for demonstrating the result of the validity determination of the lane marking information which concerns on Embodiment 1.
- FIG. It is a figure for demonstrating the generation of the lane change traveling path which concerns on Embodiment 2.
- FIG. 1 is a schematic block diagram of the traveling route generation device 10.
- the travel route generation device 10 is a processing unit such as a division line information acquisition unit 11, a travel route recognition unit 12, a division line information validity determination unit 13, a reference division line selection unit 14, a travel route generation unit 15, and a steering control unit 16. It is equipped with.
- Each process of the travel route generation device 10 is realized by a processing circuit provided in the travel route generation device 10. Specifically, as shown in FIG. 2, the traveling route generation device 10 inputs / outputs external signals to / from an arithmetic processing unit 90 such as a CPU (Central Processing Unit), a storage device 91, and an arithmetic processing unit 90. It is equipped with a device 92 and the like.
- an arithmetic processing unit 90 such as a CPU (Central Processing Unit), a storage device 91, and an arithmetic processing unit 90. It is equipped with a device 92 and the like.
- the storage device 91 includes a RAM (Random Access Memory) configured to be able to read and write data from the arithmetic processing device 90, a ROM (Read Only Memory) configured to be able to read data from the arithmetic processing device 90, and the like. Has been done.
- various storage devices such as a flash memory, an EEPROM (Electrically Erasable Programmable Read Only Memory), a hard disk, and a DVD device may be used.
- the input / output device 92 is provided with a communication device, an A / D converter, an input / output port, a drive circuit, and the like.
- the input / output device 92 is connected to a peripheral monitoring device 31, a vehicle speed detection device 32, a steering device 24, a driving support system 25, and the like, and communicates with these devices.
- the arithmetic processing unit 90 executes software (program) stored in the storage device 91 such as a ROM, and enters the storage device 91 and the input. It is realized by cooperating with other hardware of the travel path generation device 10 such as the output device 92.
- the setting data such as the determination value used by each of the processing units 11 to 16 and the like is stored in a storage device 91 such as a ROM as a part of the software (program).
- a storage device 91 such as a ROM as a part of the software (program).
- the travel path generator 10 may include dedicated hardware 93, such as a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, as a processing circuit.
- dedicated hardware 93 such as a single circuit, a composite circuit, a programmed processor, a parallel programmed processor, an ASIC, as a processing circuit.
- An FPGA, a GPU, an AI chip, or a circuit combining these may be provided.
- FIG. 4 is a schematic flowchart for explaining a processing procedure (travel route generation method) of the travel route generation device 10 according to the present embodiment.
- the processing of the flowchart of FIG. 4 is repeatedly executed at predetermined calculation cycles by the arithmetic processing unit 90 executing software (program) stored in the storage device 91.
- the calculation cycle is set to, for example, 0.01 seconds.
- the lane marking information acquisition unit 11 has a recognizable single or a plurality of lanes in front of the own vehicle, including the own lane in which the own vehicle is traveling and a lane adjacent to the own lane.
- the lane marking information acquisition process (lane lane information acquisition step) for acquiring the lane marking information regarding the position and shape of each lane marking with respect to the position of the own vehicle is executed.
- the lane marking information acquisition unit 11 detects a recognizable lane marking based on the detection information of the peripheral monitoring device 31 and acquires the lane marking information.
- the peripheral monitoring device 31 includes a camera that monitors the front of the vehicle. Various known image processes are performed on the image captured by the camera, and the lane markings are recognized.
- the lane marking is mainly a white line, but the lane marking is not limited to the white line, and roadside objects such as guardrails, poles, shoulders, and walls may be recognized as the lane marking.
- a laser radar may be used as the peripheral monitoring device 31, and a white line may be recognized from a point where the brightness of the reflection of the laser radar is high.
- the lane marking information acquisition unit 11 acquires lane marking information regarding the position and shape of each recognized lane marking in the own vehicle coordinate system.
- the coordinate system of the own vehicle is a coordinate system in which the front direction and the lateral direction of the own vehicle are two coordinate axes X and Y.
- the origin of the own vehicle coordinate system is set at the center of the own vehicle such as the neutral steer point.
- the left side in the horizontal direction is positive and the right side is negative.
- the division line information acquisition unit 11 uses the division line information of each division line as the distance between the own vehicle and the portion of the division line located in the lateral direction of the own vehicle.
- the information including the lane marking distance K0, the lane marking angle K1 which is the inclination of the portion of the lane marking located in the lateral direction of the own vehicle with respect to the traveling direction of the own vehicle, and the curvature K2 of the lane marking is acquired.
- the lane marking information further includes the curvature change rate K3 of the lane marking. Using the parameters K0 to K3 of these lane marking information, the position of each lane marking in the own vehicle coordinate system can be calculated by the following equation.
- each lane marking is approximated by an approximate expression in which the lateral position Y of the lane marking in the own vehicle coordinate system is expressed by a cubic polynomial with the position X in the front direction as a variable, and the coefficient of each degree is the lane marking. It is acquired as parameters K0 to K3 representing line information. In addition, it may be approximated by a quadratic polynomial without a cubic term of the curvature change rate K3.
- the lane marking information acquisition unit 11 acquires not only the lane markings on the left and right of the own lane but also the lane marking information of the lane adjacent to the own lane.
- the division line information acquisition unit 11 transmits information related to the accuracy of the division line information of each division line to the division line information validity determination unit 13. For example, the original lane markings (white lines, etc.) detected by the peripheral monitoring device 31 and used to calculate the lane marking information (in this example, the coefficients K0, K1, K2, K3 of the approximate curve of the equation (1)). Information on the length (in this example, the distance in front of the own vehicle) is transmitted to the lane marking information validity determination unit 13. Further, information on the degree of coincidence between the original lane marking and the approximation curve detected by the peripheral monitoring device 31, that is, the approximation accuracy is also transmitted to the lane marking information validity determination unit 13. In addition, information on the certainty of recognition of the detected original lane marking is also transmitted to the lane marking information validity determination unit 13.
- step S02 of FIG. 4 the travel path recognition unit 12 executes a travel path recognition process (travel path recognition step) for determining the correspondence between each lane marking and the own lane based on the lane marking information of each lane marking. do.
- the travel path recognition unit 12 also determines the correspondence between each lane and the adjacent lane adjacent to the own lane based on the lane information of each lane. Further, the travel path recognition unit 12 determines whether or not the own vehicle straddles the lane marking that separates the lane before the lane change and the lane after the lane change, based on the lane marking information of each lane marking.
- the lane recognition unit 12 changes the correspondence between each lane and the own lane so that when the own vehicle crosses the lane, the lane changes from the lane before the lane to the lane after the lane. do.
- the determination result is transmitted to the section line information validity determination unit 13, the traveling route generation unit 15, and the like, which will be described later.
- the travel path recognition unit 12 has the lane marking information (in this example, the lane marking distance K0, the lane marking) of the lane marking (left first lane marking L1) on the left side of the own lane. Based on the line angle K1, the curvature K2 of the lane marking, and the curvature change rate K3) of the lane marking, the shape of the lane marking on the left side of the own vehicle in the own vehicle coordinate system corresponding to the current position of the own vehicle is recognized.
- the travel path recognition unit 12 has lane marking information (in this example, lane marking distance K0, lane marking angle K1, lane marking curvature K2, and lane marking) on the right lane marking line (right first lane marking R1). The shape of the lane marking on the right side of the own vehicle is recognized based on the curvature change rate K3).
- the travel path recognition unit 12 recognizes the correspondence between the own lane and each lane marking based on the lane marking distance K0 of each lane marking acquired this time.
- the travel path recognition unit 12 determines that the lane marking closest to the own vehicle on the right side of the lane marking is the lane marking on the right side of the own lane (right first lane marking R1) within the lane marking distance K0 of each lane marking. Recognize that, of the lane marking distance K0 of each lane marking, the lane marking closest to the own vehicle on the left side of the own lane is the lane marking on the left side of the own lane (left first lane marking L1).
- the travel path recognition unit 12 sets the lane marking with the smallest lane marking distance K0 among the lane markings having a positive lane marking distance K0 as the left lane corresponding to the left lane marking of the own lane.
- the lane marking line L1 is recognized
- the lane marking with the second smallest lane marking distance K0 is recognized as the left second lane marking L2
- the lane marking with the third smallest lane marking distance K0 is recognized as the left third lane marking L3.
- the traveling path recognition unit 12 sets the lane marking having the smallest absolute value of the lane marking distance K0 among the lane markings having a negative lane marking distance K0 as the first right lane marking corresponding to the right lane marking of the own lane.
- the lane marking line R1 is recognized, the lane marking line having the second smallest absolute value of the lane marking distance K0 is recognized as the right second lane marking line R2, and the lane marking line having the third smallest absolute value of the lane marking distance K0 is recognized as the third right lane marking line. Recognized as lane marking R3.
- FIGS. 8 and 9 show the behavior when the own vehicle traveling in the center lane of a road with three lanes on each side changes lanes to the right lane.
- FIG. 8 shows the behavior of the own vehicle when the road is used as a reference
- FIG. 9 shows a time chart of the division line distance K0 of each section line.
- the own vehicle is traveling in the central lane, and the lane marking distance K0 of the left first lane L1 and the lane marking distance K0 of the right first lane R1 are half the lane width W2 of the central lane. It has become.
- the absolute value of the lane marking distance K0 of the right first lane marking R1 decreases, and the lane marking distance K0 of the left first lane marking L1 increases.
- the division line distance K0 of the division line recognized as the right first division line R1 becomes a positive value, and among the division lines in which the division line distance K0 has a positive value, the division line distance K0 is the smallest lane marking line and is recognized as the left first lane marking line L1. Further, at time t1, the division line distance K0 of the division line recognized as the left first division line L1 is the second division line distance K0 among the division lines in which the division line distance K0 is a positive value. It becomes a small lane marking line and is recognized as the left second lane marking line L2.
- the division line distance K0 of the division line recognized as the right second division line R2 is the most absolute value of the division line distance K0 among the division lines in which the division line distance K0 is a negative value. It becomes a small lane marking line and is recognized as the first lane marking line R1 on the right.
- the travel path recognition unit 12 deviates from the previously acquired lane marking distance K0R1_old of the right first lane marking R1 and the newly acquired lane marking distance K0R1 of the right first lane marking R1.
- ⁇ K0R1 is within the range corresponding to the lane width when the lane is changed to the right lane (condition 1), or the lane marking distance K0L1_old of the left first lane L1 acquired last time is acquired this time.
- the range corresponding to the lane width of condition 1 is set to -W3- ⁇ W to -W3 + ⁇ W.
- W3 is set to the lane width of the lane to which the lane is changed on the right side. It is set to the deviation from.
- the range corresponding to the lane width of the condition 2 is set to ⁇ W2- ⁇ W to ⁇ W2 + ⁇ W.
- W2 is set to the lane width of the own lane before the lane change. Is set to the deviation of. ⁇ W may be set to a predetermined value such as 0.1 m, or may be set to a predetermined ratio such as 10% of the lane width W3 or the lane width W2.
- the travel path recognition unit 12 has the right first section line R1 acquired last time, the section line distance K0R1_old is closer to 0 than the determination value ⁇ Wm, and the previously acquired right first section line R1 has.
- the deviation ⁇ K0R1 between the lane marking distance K0R1_old of the line R1 and the lane marking distance K0R1 of the right first lane marking R1 acquired this time is within the range corresponding to the lane width when the lane is changed to the right ( Condition 1), or the previously acquired division line distance K0L1_old of the left first division line L1 is closer to the lane width W2 than the judgment value ⁇ Wm, and the previously acquired division line distance K0L1_old of the left first division line L1 and this time.
- condition 2 When the deviation ⁇ K0L1 from the acquired lane marking distance K0L1 of the left first lane line L1 is within the range corresponding to the lane width when the lane is changed to the right side (condition 2), the own vehicle is on the right side. It may be determined that the lane has been changed to the right lane by straddling the lane markings.
- ⁇ K0R1 K0R1-K0R1_old
- ⁇ K0L1 K0L1-K0L1_old Condition 1) - ⁇ Wm ⁇ K0R1_old ⁇ Wm And -W3- ⁇ W ⁇ K0R1 ⁇ -W3 + ⁇ W Or condition 2) W2- ⁇ Wm ⁇ K0L1_old ⁇ W2 + ⁇ Wm And -W2- ⁇ W ⁇ K0L1 ⁇ -W2 + ⁇ W If is true, Judging that the lane has changed to the right lane ... (3)
- ⁇ Wm may be set to the same value as ⁇ W or may be set to a different value.
- the speed at which the own vehicle approaches the lane marking line may be calculated based on the vehicle speed and the lane marking angle K1 of the lane marking line, and ⁇ Wm and ⁇ W may be set according to the approaching speed to the lane marking line. For example, when the approach speed to the lane marking is high, the amount of change in the lane marking distance K0 between the calculation cycles becomes large, and before and after straddling the lane marking, the lane marking distance K0 changes beyond the determination range, and the division line distance K0 changes. There is a possibility that the line straddle determination is not performed, but by changing the determination range according to the approach speed to the lane marking line, it is possible to reliably determine the lane crossing determination.
- the driving path recognition unit 12 has a deviation ⁇ K0L1 between the previously acquired lane marking distance K0L1_old of the left first lane line L1 and the newly acquired lane marking distance K0L1 of the left first lane line L1. ,
- the range corresponds to the lane width when the lane is changed to the left lane (Condition 3), or the lane marking distance K0R1_old of the right first lane R1 acquired last time and the right lane acquired this time.
- the range corresponding to the lane width of condition 3 is set to W1- ⁇ W to W1 + ⁇ W.
- W1 is set to the lane width of the lane to which the left lane is changed. It is set to the deviation from.
- the range corresponding to the lane width of the condition 4 is set to W2- ⁇ W to W2 + ⁇ W.
- ⁇ W may be set to a predetermined value such as 0.1 m, or may be set to a predetermined ratio such as 10% of the lane width W1 or the lane width W2.
- the travel path recognition unit 12 has the left first section line L1 acquired last time, the section line distance K0L1_old is closer to 0 than the determination value ⁇ Wm, and the left first section previously acquired.
- the deviation ⁇ K0L1 between the lane marking distance K0L1_old of the line L1 and the lane marking distance K0L1 of the left first lane marking L1 acquired this time is within the range corresponding to the lane width when the lane is changed to the left side ( Condition 3), or the previously acquired division line distance K0R1_old of the right first division line R1 is closer to the lane width W2 than the judgment value ⁇ Wm, and the previously acquired division line distance K0R1_old of the right first division line R1 and this time.
- condition 4 When the deviation ⁇ K0R1 from the acquired lane marking distance K0R1 of the right first lane line R1 is within the range corresponding to the lane width when the lane is changed to the left side (condition 4), the own vehicle is on the left side. It may be determined that the lane has been changed to the left lane by straddling the lane markings.
- step S03 of FIG. 4 the lane marking information validity determination unit 13 generates a lane change traveling route, which is a traveling route for changing the lane for each of the lane marking information of each lane marking, while the lane change of the own vehicle is in progress. It is determined whether or not the lane marking information is valid and can be used for (the lane marking information validity determination step).
- the lane marking information validity determination unit 13 continuously determines the validity of the lane marking information of each lane marking every time the lane marking information of each lane marking is obtained during the lane change.
- the own vehicle is equipped with a driving support system 25 that automatically changes lanes.
- the driving support system 25 determines that the vehicle is changing lanes to the right or left lane for driving to the destination or due to the surrounding driving conditions and is executing the lane change, the lane change is being executed. Is determined.
- the driving support system 25 determines that the lane change is to be carried out, the driving support system 25 turns on the turn signal according to the direction of the lane change.
- the lane marking information validity determination unit 13 determines whether or not each lane marking information is valid based on the lane marking information of each lane marking recognized by the travel path recognition unit 12.
- FIG. 10 is a diagram showing an example of the division line information validity determination process. There are 3 lanes on each side, and the right lane branches off in the middle. During the period from time t0 to time t2, the own vehicle has changed lanes from the center lane to the right lane. At time t1, the own vehicle straddles the lane marking that separates the center lane and the right lane by changing lanes.
- the lane marking information validity determination unit 13 validates the lane marking information of each lane marking based on the information related to the accuracy of the lane marking information of each lane marking transmitted from the lane marking information acquisition unit 11. Judge the sex. For example, the lane marking information validity determination unit 13 determines the length VR of the original lane marking (white line, etc.) detected by the peripheral monitoring device 31 such as a camera or a laser radar for the lane marking information of each lane marking (in this example). , When the distance VR in front of the own vehicle is longer than the determination length VRth, it is determined that the lane marking information is valid, and when the length VR is shorter than the determination length VRth, the lane marking information is Determined to be invalid.
- the original lane marking VR is long and the lane marking information in front of the own vehicle is highly reliable, and the lane marking information is judged to be effective and used for generating the lane change driving route. Can be done.
- the lengths of the original lane markings of the left first lane line L1, the right first lane line R1, and the right second lane line R2 are VRL1, VRR1. Since VRR2 is longer than the determination distance VRth, it is determined that the lane marking information of these lane markings L1, R1, and R2 is valid. On the other hand, since the length VRL2 of the original division line of the left second division line L2 is shorter than the determination distance VRth, it is determined that the division line information of this division line L2 is invalid.
- the lane marking information validity determination unit 13 determines the validity of the lane marking information of each lane marking every time the lane marking information of each lane marking is obtained even after the time t0 during the lane change.
- the determination distance VRth may be gradually shortened as the elapsed time or the mileage after the lane change increases. It should be noted that the lane marking information is determined to be invalid for the lane marking for which the lane marking information has not been acquired.
- the division line information validity determination unit 13 may determine the validity of the division line information based on the approximation accuracy of the approximate curve for the division line information of each division line, and is based on the certainty of detection of the original division line. Therefore, the validity of the lane marking information may be determined.
- the division line information validity determination unit 13 determines whether each division line is a division line of a branch road based on the curvature value K2 of the division line information of each division line, and determines whether each division line is a division line of each division line. The validity of the lane marking information is judged. The lane marking information validity determination unit 13 determines that the lane marking information of the lane marking of the branch road is invalid if the vehicle is not planned to travel on the branch road due to a lane change. When the lane marking information validity determination unit 13 plans to travel on a branch road by changing lanes, the lane marking information validity determination unit 13 determines that the lane marking information of the lane marking of the branch road is valid. In the example of FIG.
- the curvature value K2R2 of the right second division line R2 is different from the curvature values K2R1, K2L1 and K2L2 of the other division lines by the judgment curvature value or more, and is bent to the right. , It is determined that it is a lane marking of a branch road branching to the right side, and since there is no plan to travel on the right branch road, it is determined that the lane marking information of the right second lane marking R2 is invalid.
- the shape of the road obtained from the map data may be used to determine whether the road is a branch road.
- the driving path recognition unit 12 corresponds to each lane and the own lane so that the own lane changes from the central lane before straddling to the right lane after straddling. You are changing the relationship. As described with reference to FIG. 9, the left lane marking line in the central lane is changed from the left first lane marking L1 to the left second lane marking L2, and the right lane marking in the center lane is changed from the right first lane marking R1. It has been changed to the left first lane L1 and the right lane of the right lane has been changed from the right second lane R2 to the right first lane R1.
- the lane marking information validity determination unit 13 determines the validity of the lane marking information of each lane marking whose correspondence with the own lane has been changed by the same method as before the change.
- the right first lane marking R1 is determined to be the lane marking of the branch road, and is subsequently determined to be invalid.
- the determination result of the effectiveness of each section line is associated with each section line associated with the own lane and stored in a storage device such as a RAM. Since each lane marking associated with the own lane changes before and after the time t2 straddling the lane marking, the effectiveness determination result is shifted to the left. As shown in FIG. 11, the effectiveness determination result at each time point during the lane change may be stored in the storage device 91, or only the latest effectiveness determination result may be stored in the storage device 91. good.
- Reference division line selection unit 14 In step S04 of FIG. 4, the reference lane marking unit 14 changes the lane, and based on the valid determination result of the lane marking information of each lane marking by the lane marking information validity determining unit 13, the lane marking on the left side of the own lane.
- the reference lane marking process (reference lane selection step) for selecting one lane from (left first lane L1) and right lane (right first lane R1) as a reference lane is executed.
- the reference lane marking unit 14 continuously refers to one lane line from the left lane and the right lane of the own lane each time the validity determination result of each lane is obtained during the lane change. Select as a lane marking.
- one lane marking is used as the reference division from the left lane marking and the right lane marking of the changed lane. Select as a line.
- the reference division line selection unit 14 selects one of the division lines as the reference division line.
- the reference division line selection unit 14 may be selected as the reference division line when the left first division line L1 and the right first division line R1 have a higher degree of effectiveness.
- the longer of the original division line length VRL1 of the left first division line L1 and the original division line length VRL1 of the right first division line R1 may be selected as the reference division line.
- the reference division line selection unit 14 selects one of the determination division lines determined to be valid as the reference division line. .. When it is determined that both the left first division line L1 and the right first division line R1 are not valid, the reference division line selection unit 14 does not select the reference division line. If the reference lane marking is not selected, the lane change driving route is not generated. For example, when the lane change is started, the lane change is not started. During the lane change, the lane change may be interrupted to generate a route along the road, or the lane change may be based on the reference lane that was previously generated when the reference lane was selected. May be continued.
- Travel route generator 15 In step S05 of FIG. 4, the travel route generation unit 15 generates a travel route generation process, which is a travel route for changing a lane, based on the lane marking information of the reference lane while changing lanes. (Traveling route generation step) is executed. The travel route generation unit 15 periodically generates a lane change travel route based on the latest lane marking information of the reference lane marking acquired during the lane change.
- FIG. 13 shows an example of changing lanes from the center lane to the right lane.
- the own vehicle has changed lanes from the center lane to the right lane.
- the own vehicle straddles the lane marking that separates the center lane and the right lane by changing lanes.
- step S21 the travel route generation unit 15 generates an own lane travel route, which is a travel route when traveling along the own lane without changing the lane, based on the division line information of the reference lane.
- the own lane is determined to be the lane before the lane change, and the reference lane marking is set to the left lane marking or the right lane marking of the lane before the lane change.
- the own lane travel route is a travel route when traveling along the lane before the lane change.
- the own lane is determined to be the lane after the lane change, and the reference lane marking is set to the lane marking on the left side or the lane marking on the right side of the lane after the lane change.
- the own lane travel route is a travel route when traveling along the lane after the lane change.
- the traveling route generation unit 15 draws an approximate curve of the reference lane marking represented by the lane marking information of the reference lane marking in the lateral direction of the own vehicle and the lane of the own lane.
- the shift width ⁇ Wsft according to the width Wown is shifted to generate the own lane traveling route.
- the traveling route generation unit 15 shifts the approximate curve of the reference lane marking in the own vehicle coordinate system shown in the equation (1) laterally by the shift width ⁇ Wsft, and travels in the own lane. Set the route Young.
- the positive / negative of the shift width ⁇ Wsft is changed according to whether the reference lane marking line is the right lane marking line or the left lane marking line so that the own lane traveling route Young is set in the center of the own lane.
- K0b is the division line distance of the reference division line
- K1b is the division line angle of the reference division line
- K2b is the curvature of the reference division line
- K3b is the curvature change rate of the reference division line. Is.
- the lane width Wown of the own lane is set based on the lane marking information of the left first lane L1 and the right first lane R1 of the own lane. For example, as shown in the following equation, the lane width Wown of the own lane is set to the difference between the lane marking distance K0L1 of the left first lane marking L1 and the lane marking distance K0R1 of the right first lane marking R1.
- the lane width Wown of the own lane may be set to the lane width of the corresponding lane acquired in the past. However, it may be set to the lane width obtained from the map data, or may be set to the standard lane width.
- step S22 the travel route generation unit 15 determines whether or not the lane change is being executed, and if it is determined that the lane change is being executed, the process proceeds to step S23 and it is determined that the lane change is not being executed. If so, the process proceeds to step S26. Since the lane change is not being executed in step S26, the travel route generation unit 15 sets the own lane travel route Young as the final target travel route.
- step S23 the driving route generation unit 15 starts the lane change, and based on the determination result of the driving road recognition unit 12, the lane before the lane change and the lane after the lane change. It is determined whether or not the own vehicle has crossed the lane marking, and if it is determined that the vehicle has not crossed the lane marking, the process proceeds to step S24 and it is determined that the lane marking has been crossed. If so, the process proceeds to step S25.
- step S24 before crossing the lane marking, the travel route generation unit 15 generates a lane change travel route that gradually approaches the travel route of the lane after the lane change from the own lane travel route.
- the travel route generation unit 15 determines the total lateral movement distance Wd, which is the distance for laterally moving the own vehicle from the start to the end of the lane change, based on the lane marking information of each lane marking. calculate. For example, as shown in the following equation, the travel route generation unit 15 adjusts to half the total value of the lane width Wbf of the lane before the lane change and the lane width Waf of the lane after the lane change according to the lane change direction. The value obtained by multiplying +1 or -1 is calculated as the total lateral movement distance Wd. Before crossing the lane marking, the lane before changing lanes is the own lane.
- the travel route generation unit 15 sets the difference between the lane marking distance K0 on the left side of the lane before the lane change and the lane marking distance K0 on the right side of the lane before the lane change to the lane before the lane change. Calculated as the width Wbf. Further, the traveling route generation unit 15 sets the difference between the lane marking distance K0 on the left side of the lane after the lane change and the lane marking distance K0 on the right side of the lane after the lane change to the lane after the lane change. It is calculated as the lane width Waf of.
- the lane width Wbf of the lane before the lane change is the lane width of the corresponding lane acquired in the past. It may be set, it may be set to the lane width obtained from the map data, or it may be set to the standard lane width. If one or both lane markings of the right lane and the left lane after the lane change cannot be obtained, the lane width Waf of the lane after the lane change is the lane of the corresponding lane acquired in the past. It may be set to the width, it may be set to the lane width of the corresponding lane obtained from the map data, or it may be set to the standard lane width.
- the travel route generation unit 15 sets the lateral travel distance Ychg of the own vehicle with respect to the own lane travel route Young, and the forward travel distance Xchg of the own vehicle from the start time of the lane change ( Hereinafter, the vehicle is gradually changed from 0 to the total lateral travel distance Wd according to the forward travel distance Xchg after the start of the lane change), and the lateral travel distance Ychg is added to the own lane travel route Young.
- the travel route generation unit 15 calculates the lateral travel distance Ychg based on the forward travel distance Xchg after the start of the lane change and the total lateral travel distance Wd using the following equation. ..
- L is a target moving distance in the forward direction from the start time to the end time of the lane change, and is changed according to the vehicle speed of the own vehicle detected by the vehicle speed detection device 32.
- Xrun is the forward movement distance of the own vehicle from the start time of the lane change to the current position of the own vehicle, and is calculated by integrating the movement distance of the own vehicle from the start time of the lane change.
- X is a position in the front direction of the coordinate system of the own vehicle with respect to the current position of the own vehicle.
- the moving distance Ychg of is calculated. As a result, the position X in each front direction and the lateral movement distance Ychg at the position X in each front direction are calculated.
- the polynomial in ⁇ of the equation (9) is a polynomial with (Xchg / L) as a variable, and gradually changes from 0 to 1 as (Xchg / L) increases from 0 to 1.
- map data or the like in which the relationship between Xchg / L and the coefficient changing from 0 to 1 is preset may be used.
- the travel route generation unit 15 adds the lateral travel distance Ychg to the own lane travel route Young to calculate the lane change travel route YLC.
- YLC Young + Ychg ⁇ ⁇ ⁇ (10)
- the lane change travel route YLC is calculated by adding the lane travel route Young and the lateral travel distance Ychg calculated using the equation (9).
- the position X in each front direction and the lane change traveling route YLC (horizontal position) in the position X in each front direction in the coordinate system of the own vehicle based on the current position of the own vehicle are calculated.
- the travel route generation unit 15 sets the lane change travel route YLC as the final target travel route.
- the travel route generation unit 15 After straddling the lane markings in step S25, the travel route generation unit 15 generates a lane change travel route that gradually approaches the own lane travel route from the travel route of the lane before the lane change.
- the travel route generation unit 15 moves its own vehicle laterally from the start to the end of the lane change based on the lane marking information of each lane line as before crossing the lane marking.
- the total lateral movement distance Wd is calculated.
- the traveling route generation unit 15 calculates the total lateral movement distance Wd using the equation (8). After straddling the lane marking, the lane after changing lanes is the own lane.
- the travel route generation unit 15 sets the lateral travel distance Ychg of the own vehicle with respect to the own lane travel route Young in the entire lateral direction according to the forward travel distance Xchg after the start of the lane change.
- the value obtained by multiplying the travel distance Wd by -1 is gradually changed to 0, and the lateral travel distance Ychg is added to the own lane travel route Young to generate the lane change travel route YLC.
- the travel route generation unit 15 calculates the lateral travel distance Ychg based on the forward travel distance Xchg after the start of the lane change and the total lateral travel distance Wd using the following equation. ..
- the moving distance Ychg of is calculated.
- the position X in each front direction and the lateral movement distance Ychg at the position X in each front direction are calculated.
- the travel route generation unit 15 adds the lateral travel distance Ychg to the own lane travel route Young to calculate the lane change travel route YLC.
- YLC Young + Ychg ⁇ ⁇ ⁇ (12)
- the lane change travel route YLC is calculated by adding the lane travel route Young and the lateral travel distance Ychg calculated using the equation (11).
- the position X in each front direction and the lane change traveling route YLC (horizontal position) in the position X in each front direction in the coordinate system of the own vehicle based on the current position of the own vehicle are calculated.
- the travel route generation unit 15 sets the lane change travel route YLC as the final target travel route.
- the central lane is determined to be the own lane before crossing the lane marking (before time t1), and the driving in the own lane generated based on the reference lane marking of the own lane that has been determined to be valid.
- the route Young is set in the center of the central lane, and the lateral travel distance Ychg that gradually changes from 0 to the total lateral travel distance Wd is added to the own lane travel route Young to calculate the lane change travel route YLC. ..
- the right lane is determined to be the own lane, and the own lane traveling route Young generated based on the reference lane marking of the own lane that has been determined to be valid is
- the lane change travel route YLC is calculated by adding the lateral travel distance Ychg that is set in the center of the right lane and gradually changes from the value obtained by multiplying the total lateral travel distance Wd by -1 to the own lane travel route Young. Has been done.
- Steering control unit 16 The steering control unit 16 controls the steering angle of the wheels based on the target travel route (lane change travel route YLC when changing lanes, own lane travel route Young when not changing lanes) generated by the travel route generation unit 15. Steering control processing (steering control step) for performing steering control is executed.
- the steering control unit 16 calculates a command value of the steering angle of the wheel that causes the own vehicle to travel along the target travel path based on the target travel path, the vehicle speed, and the like, and transmits the command value to the steering device 24.
- Lane change control may be provided as part of the autonomous driving function of the autonomous driving vehicle.
- the steering device 24 is an electric power steering device, and controls the steering angle of the wheels by the driving force of the electric motor.
- the steering device 24 drives and controls the electric motor so that the actual steering angle follows the command value of the steering angle.
- Embodiment 2 Next, the travel route generation device 10 and the travel route generation method according to the second embodiment will be described. The description of the same components as those in the first embodiment will be omitted.
- the basic configuration and processing of the traveling route generation device 10 according to the present embodiment are the same as those of the first embodiment. In the present embodiment, a part of the processing of the traveling route generation unit 15 is different from the first embodiment.
- the travel route generation unit 15 cannot acquire the lane marking information of one of the lane marking on the left side and the lane marking on the right side of the own lane after straddling the lane marking, the lane change unit 15 has acquired in the past.
- the own lane travel route is closer to the left lane or the right lane where the lane information can be obtained, than when it is generated based on the lane information of the left lane and the right lane. To generate.
- the own lane travel route is generated closer to the side of the lane marking where the lane marking information can be acquired, so that even if the width of the lane is narrowed, the own lane is generated. Vehicles can be driven in narrow lanes.
- the traveling route generation unit 15 corresponds to the approximate curve of the reference lane marking represented by the lane marking information of the reference lane marking in the lateral direction of the own vehicle according to the lane width Wown of the own lane.
- the shift width ⁇ Wsft is shifted to generate a driving route in the own lane.
- the traveling route generation unit 15 shifts the approximate curve of the reference lane line in the own vehicle coordinate system shown in the equation (1) laterally by the shift width ⁇ Wsft. Set the own lane travel route Young.
- the travel route generation unit 15 cannot acquire the lane marking information of one of the lane marking on the left side and the lane marking on the right side of the own lane after straddling the lane marking, the lane change unit 15 has acquired in the past.
- the shift width ⁇ Wsft is made smaller than in the case of generating based on the lane marking information of the left lane and the right lane of the rear lane.
- the travel route generation unit 15 calculates the lane based on the lane marking information on the left and right sides of the lane after the lane change acquired in the past when one of the lane marking information cannot be acquired. Shift the value obtained by subtracting the lane width Wcmp from the half value of the lane width Waf_old of the changed lane and multiplying it by +1 or -1 depending on whether the lane line for which lane marking information cannot be obtained is on the right side or the left side. Calculated as width ⁇ Wsft. Further, the traveling route generation unit 15 may limit the absolute value of the shift width ⁇ Wsft to the lower limit by the width corresponding to the vehicle width of the own vehicle so that the shift width ⁇ Wsft does not become too narrow.
- the travel route generation unit 15 may set a value obtained by subtracting the shift width Wcmp from the standard lane width as the shift width ⁇ Wsft.
- the standard lane width may be set according to the type of road on which the vehicle is traveling, may be obtained from map data, or may be set to the lane width of another lane calculated based on the lane marking information. You may.
- the travel route generation unit 15 cannot acquire the lane marking information of one of the lane marking on the left side and the lane marking on the right side of the own lane after straddling the lane marking, it has acquired it in the past. Compared with the case of generating based on the lane marking information on the left side lane and the right side lane after changing lanes, the total lateral movement distance Wd is changed by the shift width Wcmp of the own lane travel route.
- the travel route generation unit 15 has a width Wcmp from half the total value of the lane width Wbf of the lane before the lane change and the lane width Waf_old of the lane after the lane change acquired in the past. Is multiplied by +1 or -1 according to the lane change direction, and the value is calculated as the total lateral movement distance Wd.
- the travel route generation unit 15 uses the equation (11) to move laterally based on the forward travel distance Xchg and the total lateral travel distance Wd after the start of the lane change.
- the moving distance Ychg is calculated.
- the travel route generation unit 15 calculates the lane change travel route YLC by adding the lateral travel distance Ychg to the own lane travel route Young using the equation (12).
- FIG. 14 shows an example of a traveling route generation process according to the present embodiment.
- the own vehicle has changed lanes from the center lane to the right lane.
- the own vehicle straddles the lane marking that separates the center lane and the right lane by changing lanes.
- the lane marking information for the lane marking has been obtained, and the lane after the lane change is based on the lane marking information on the left side lane and the right side lane.
- the lane width Waf of is acquired.
- the lane width Waf of the lane after the last acquired lane change is stored.
- the left lane marking of the own lane set in the right lane is selected as the reference lane marking, and the own lane driving route is generated based on the lane marking information of the reference lane marking.
- the value obtained by subtracting the shift width Wcmp from the lane width Waf_old of the lane after the lane change acquired in the past is set as the shift width ⁇ Wsft. ing.
- the own lane travel route is generated closer to the left side by the shift width Wcmp than in the case of being generated based on the lane width Waf_old of the lane after the lane change acquired in the past. Therefore, as shown by the dotted line, the right lane end of the right lane is closer to the left side, and even if the lane width is reduced, the own vehicle can be driven in the narrowed lane. ..
- the lane changing traveling route is appropriately generated even after the correction by the gathering width Wcmp. Before and after the correction by the gathering width Wcmp, it is possible to suppress the discontinuity of the lane change traveling route.
- Embodiment 3 Next, the travel route generation device 10 and the travel route generation method according to the third embodiment will be described. The description of the same components as those in the first embodiment will be omitted.
- the basic configuration and processing of the traveling route generation device 10 according to the present embodiment are the same as those of the first embodiment. In the present embodiment, a part of the processing of the traveling route generation unit 15 is different from the first embodiment.
- the straddling lane markings disappear and the number of lanes decreases, and the lane width of the own lane increases significantly. May be done. Also in this case, in the method of the first embodiment, since the own lane traveling route is generated in the central portion of the own lane where the lane width is increased, there is no big problem in generating the own lane traveling route. However, in the method of the first embodiment, the lane width Waf of the lane after the lane change is greatly increased, and the lane width Wbf of the lane before the lane change cannot be acquired. The lane width is set to Wbf_old. Therefore, the absolute value of the total lateral movement distance Wd calculated by the equation (8) is greatly increased, and the generated lane change traveling route becomes inappropriate.
- the travel route generation unit 15 straddles the lane marking and then has the lane width Wown (n-1) of the own lane acquired last time and the lane width Wown (n) of the own lane acquired this time. ),
- the lateral distance of the own lane travel path with respect to the own vehicle when the amount of variation ⁇ Wown of the lane width becomes equal to or greater than the preset determination variation amount Thw and then becomes equal to or greater than the determination variation amount Thw.
- the total lateral movement distance Wd is changed accordingly.
- the travel route generation unit 15 has the lane width Wown (n-1) of the own lane acquired last time and the own lane acquired this time after straddling the lane markings.
- the value is twice the lateral distance Ytmp of the own lane travel route with respect to the own vehicle. Is calculated as the total lateral movement distance Wd.
- the traveling route generation unit 15 uses the equation (11) to move the forward distance Xchg after the start of the lane change, and the total lateral travel distance Wd calculated by the equation (15).
- the lateral movement distance Ychg is calculated based on.
- the travel route generation unit 15 calculates the lane change travel route YLC by adding the lateral travel distance Ychg to the own lane travel route Young as shown in the equation (12).
- the own lane traveling route Young is changed from the center of the right lane before the lane marking disappears to the center of one lane after the lane marking disappears.
- the total lateral movement distance Wd When the total lateral movement distance Wd is not corrected by the lateral distance Ytpm of the own lane travel path with respect to the own vehicle as in the present embodiment, the total lateral movement distance Wd becomes too large and before and after the lane marking disappears.
- the lane change driving route becomes discontinuous. An inappropriate lane changing driving route is formed.
- the total lateral movement distance Wd when the total lateral movement distance Wd is corrected by the lateral distance Ytpm of the own lane travel path with respect to the own vehicle, the total lateral movement distance Wd can be appropriately reduced, and the lanes before and after the lane marking disappears. It is possible to suppress the discontinuity of the changed driving route and form an appropriate lane changing driving route.
- the travel route generation device described above includes a navigation device such as a PND (Portable Navigation Device), a communication terminal including a mobile terminal such as a mobile phone, a smartphone, and a tablet, a function of an application installed in the navigation device, and a server. Can also be applied to a travel route generation system constructed as a system by appropriately combining the above. In this case, each function or each component of the traveling route generator described above may be distributed and arranged in each device for constructing the system, or may be centrally arranged in any one of the devices. good.
- Travel route generation device 11 Lane line information acquisition unit, 12 Lane recognition unit, 13 Lane information validity determination unit, 14 Reference lane line selection unit, 15 Travel route generation unit, 16 Steering control unit, Wd All lateral movement Distance, Xchg forward travel distance, YLC lane change travel route, Ychg lateral travel distance, Young own lane travel route
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Abstract
Description
自車両が走行している車線である自車線及び前記自車線に隣接する車線を含む、自車両の前方の認識可能な単数又は複数の車線の区画線について、自車両の位置を基準とする各区画線の位置及び形状に関する区画線情報を取得する区画線情報取得部と、
各区画線の前記区画線情報に基づいて、各区画線と自車線との対応関係を判定する走行路認識部と、
自車両の車線変更中に、各区画線の前記区画線情報について、車線変更するための走行経路である車線変更走行経路の生成に用いることができる有効な前記区画線情報であるか否かを判定する区画線情報有効判定部と、
車線変更中に、前記区画線情報有効判定部による各区画線の前記区画線情報の有効判定結果に基づいて、前記自車線の左側の区画線及び右側の区画線から1つの区画線を基準区画線として選択する基準区画線選択部と、
車線変更中に、前記基準区画線の前記区画線情報に基づいて、車線変更するための走行経路である前記車線変更走行経路を生成する走行経路生成部と、を備えたものである。
自車両が走行している車線である自車線及び前記自車線に隣接する車線を含む、自車両の前方の認識可能な単数又は複数の車線の区画線について、自車両の位置を基準とする各区画線の位置及び形状に関する区画線情報を取得する区画線情報取得ステップと、
各区画線の前記区画線情報に基づいて、各区画線と自車線との対応関係を判定する走行路認識ステップと、
自車両の車線変更中に、各区画線の前記区画線情報について、車線変更するための走行経路である車線変更走行経路の生成に用いることができる有効な前記区画線情報であるか否かを判定する区画線情報有効判定ステップと、
車線変更中に、前記区画線情報有効判定ステップにおける各区画線の前記区画線情報の有効判定結果に基づいて、前記自車線の左側の区画線及び右側の区画線から1つの区画線を基準区画線として選択する基準区画線選択ステップと、
車線変更中に、前記基準区画線の前記区画線情報に基づいて、車線変更するための走行経路である前記車線変更走行経路を生成する走行経路生成ステップと、を備えたものである。
実施の形態1に係る走行経路生成装置10及び走行経路生成方法について図面を参照して説明する。図1は、走行経路生成装置10の概略ブロック図である。
図4のステップS01で、区画線情報取得部11は、自車両が走行している車線である自車線及び自車線に隣接する車線を含む、自車両の前方の認識可能な単数又は複数の車線の区画線について、自車両の位置を基準とする各区画線の位置及び形状に関する区画線情報を取得する区画線情報取得処理(区画線情報取得ステップ)を実行する。
区画線情報取得部11は、各区画線の区画線情報の精度に関わる情報を、区画線情報有効判定部13に伝達する。例えば、周辺監視装置31により検出され、区画線情報(本例では、式(1)の近似曲線の係数K0、K1、K2、K3)の算出に用いられた元の区画線(白線等)の長さ(本例では、自車両の前方の距離)の情報が、区画線情報有効判定部13に伝達される。また、周辺監視装置31により検出された元の区画線と近似曲線との一致度合い、すなわち近似精度の情報も、区画線情報有効判定部13に伝達される。また、検出された元の区画線の認識の確からしさの情報も、区画線情報有効判定部13に伝達される。
図4のステップS02で、走行路認識部12は、各区画線の区画線情報に基づいて、各区画線と自車線との対応関係を判定する走行路認識処理(走行路認識ステップ)を実行する。本実施の形態では、走行路認識部12は、各区画線の区画線情報に基づいて、各区画線と自車線に隣接する隣接車線との対応関係も判定する。また、走行路認識部12は、各区画線の区画線情報に基づいて、車線変更前の車線と車線変更後の車線とを区画する区画線を、自車両が跨いだか否かを判定する。走行路認識部12は、自車両が区画線を跨いだときに、自車線が、跨ぐ前の車線から跨いだ後の車線に変化するように、各区画線と自車線との対応関係を変更する。判定結果は、後述する区画線情報有効判定部13、走行経路生成部15等に伝達される。
走行路認識部12は、今回取得した各区画線の区画線距離K0に基づいて、自車線と各区画線との対応関係を認識する。
例えば、走行路認識部12は、次式に示すように、前回取得された右第1区画線R1の区画線距離K0R1_oldと今回取得された右第1区画線R1の区画線距離K0R1との偏差ΔK0R1が、右側車線への車線変更を行った場合の車線幅に対応する範囲になった場合(条件1)、又は前回取得された左第1区画線L1の区画線距離K0L1_oldと今回取得された左第1区画線L1の区画線距離K0L1との偏差ΔK0L1が、右側車線への車線変更を行った場合の車線幅に対応する範囲になった場合(条件2)に、自車両が右側の区画線を跨ぎ、右側車線に車線変更したと判定する。
ΔK0R1=K0R1-K0R1_old
ΔK0L1=K0L1-K0L1_old
条件1)-W3-ΔW≦ΔK0R1≦-W3+ΔW
又は
条件2)-W2-ΔW≦ΔK0L1≦-W2+ΔW
が成立した場合、
右側車線に車線変更したと判定 ・・・(2)
ΔK0R1=K0R1-K0R1_old
ΔK0L1=K0L1-K0L1_old
条件1)-ΔWm≦K0R1_old≦ΔWm
且つ -W3-ΔW≦ΔK0R1≦-W3+ΔW
又は
条件2)W2-ΔWm≦K0L1_old≦W2+ΔWm
且つ -W2-ΔW≦ΔK0L1≦-W2+ΔW
が成立した場合、
右側車線に車線変更したと判定 ・・・(3)
走行路認識部12は、次式に示すように、前回取得された左第1区画線L1の区画線距離K0L1_oldと今回取得された左第1区画線L1の区画線距離K0L1との偏差ΔK0L1が、左側車線への車線変更を行った場合の車線幅に対応する範囲になった場合(条件3)、又は前回取得された右第1区画線R1の区画線距離K0R1_oldと今回取得された右第1区画線R1の区画線距離K0R1との偏差ΔK0R1が、左側車線への車線変更を行った場合の車線幅に対応する範囲になった場合(条件4)に、自車両が左側の区画線を跨ぎ、左側車線に車線変更したと判定する。
ΔK0L1=K0L1-K0L1_old
ΔK0R1=K0R1-K0R1_old
条件3)W1-ΔW≦ΔK0L1≦W1+ΔW
又は
条件4)W2-ΔW≦ΔK0R1≦W2+ΔW
が成立した場合、
左側車線に車線変更したと判定 ・・・(4)
ΔK0L1=K0L1-K0L1_old
ΔK0R1=K0R1-K0R1_old
条件3)-ΔWm≦K0L1_old≦ΔWm
且つ W1-ΔW≦ΔK0L1≦W1+ΔW
又は
条件4)-W2-ΔWm≦K0R1_old≦-W2+ΔWm
且つ W2-ΔW≦ΔK0R1≦W2+ΔW
が成立した場合、
左側車線に車線変更したと判定 ・・・(5)
図4のステップS03で、区画線情報有効判定部13は、自車両の車線変更中に、各区画線の区画線情報のそれぞれについて、車線変更するための走行経路である車線変更走行経路の生成に用いることができる有効な区画線情報であるか否かを判定する(区画線情報有効判定ステップ)を実行する。区画線情報有効判定部13は、車線変更中、各区画線の区画線情報が得られる毎に、継続的に、各区画線の区画線情報について、有効性を判定する。
図4のステップS04で、基準区画線選択部14は、車線変更中に、区画線情報有効判定部13による各区画線の区画線情報の有効判定結果に基づいて、自車線の左側の区画線(左第1区画線L1)及び右側の区画線(右第1区画線R1)から1つの区画線を基準区画線として選択する基準区画線選択処理(基準区画線選択ステップ)を実行する。基準区画線選択部14は、車線変更中、各区間線の有効性の判定結果が得られる毎に、継続的に、自車線の左側の区画線及び右側の区画線から1つの区画線を基準区画線として選択する。また、自車両が区画線を跨ぎ、各区画線と自車線との対応関係が変化した場合は、変化後の自車線の左側の区画線及び右側の区画線から、1つの区画線を基準区画線として選択する。
図4のステップS05で、走行経路生成部15は、車線変更中に、基準区画線の区画線情報に基づいて、車線変更するための走行経路である車線変更走行経路を生成する走行経路生成処理(走行経路生成ステップ)を実行する。走行経路生成部15は、車線変更中、取得した最新の基準区画線の区画線情報に基づいて、定期的に、車線変更走行経路を生成する。
ステップS21で、走行経路生成部15は、基準区画線の区画線情報に基づいて、車線変更を行わず自車線に沿って走行する場合の走行経路である自車線走行経路を生成する。区画線を跨ぐ前は、自車線は、車線変更前の車線に判定され、基準区画線は、車線変更前の車線の左側の区画線又は右側の区画線に設定される。自車線走行経路は、車線変更前の車線に沿って走行する場合の走行経路になる。区画線を跨いだ後は、自車線は、車線変更後の車線に判定され、基準区画線は、車線変更後の車線の左側の区画線又は右側の区画線に設定される。自車線走行経路は、車線変更後の車線に沿って走行する場合の走行経路になる。
一方、車線変更の実行中である場合は、ステップS23で、走行経路生成部15は、車線変更の開始後、走行路認識部12の判定結果に基づいて、車線変更前の車線と車線変更後の車線とを区画する区画線を、自車両が跨いだか否かを判定し、区画線を跨ぐ前であると判定した場合は、ステップS24に進み、区画線を跨いだ後であると判定した場合は、ステップS25に進む。
ステップS24で、区画線を跨ぐ前は、走行経路生成部15は、自車線走行経路から車線変更後の車線の走行経路に次第に近づく車線変更走行経路を生成する。
YLC=Yown+Ychg ・・・(10)
ステップS25で、区画線を跨いだ後は、走行経路生成部15は、車線変更前の車線の走行経路から自車線走行経路に次第に近づく車線変更走行経路を生成する。
YLC=Yown+Ychg ・・・(12)
操舵制御部16は、走行経路生成部15により生成された目標走行経路(車線変更中は車線変更走行経路YLC、車線変更中以外は自車線走行経路Yown)に基づいて、車輪の操舵角を制御する操舵制御を行う操舵制御処理(操舵制御ステップ)を実行する。
操舵制御部16は、目標走行経路及び車速等に基づいて、自車両を目標走行経路に沿って走行させる車輪の操舵角の指令値を算出し、操舵装置24に伝達する。車線変更制御は、自動運転車両の自動運転機能の一部として設けられてもよい。
次に、実施の形態2に係る走行経路生成装置10及び走行経路生成方法について説明する。上記の実施の形態1と同様の構成部分は説明を省略する。本実施の形態に係る走行経路生成装置10の基本的な構成及び処理は実施の形態1と同様である。本実施の形態では、走行経路生成部15の処理の一部が実施の形態1と異なる。
次に、実施の形態3に係る走行経路生成装置10及び走行経路生成方法について説明する。上記の実施の形態1と同様の構成部分は説明を省略する。本実施の形態に係る走行経路生成装置10の基本的な構成及び処理は実施の形態1と同様である。本実施の形態では、走行経路生成部15の処理の一部が実施の形態1と異なる。
以上で説明した走行経路生成装置は、PND(Portable Navigation Device)などのナビゲーション装置と、携帯電話、スマートフォン及びタブレットなどの携帯端末を含む通信端末と、これらにインストールされるアプリケーションの機能と、サーバとを適宜に組み合わせてシステムとして構築される走行経路生成システムにも適用することができる。この場合、以上で説明した走行経路生成装置の各機能あるいは各構成要素は、前記システムを構築する各機器に分散して配置されてもよいし、いずれかの機器に集中して配置されてもよい。
Claims (10)
- 自車両が走行している車線である自車線及び前記自車線に隣接する車線を含む、自車両の前方の認識可能な単数又は複数の車線の区画線について、自車両の位置を基準とする各区画線の位置及び形状に関する区画線情報を取得する区画線情報取得部と、
各区画線の前記区画線情報に基づいて、各区画線と自車線との対応関係を判定する走行路認識部と、
自車両の車線変更中に、各区画線の前記区画線情報について、車線変更するための走行経路である車線変更走行経路の生成に用いることができる有効な前記区画線情報であるか否かを判定する区画線情報有効判定部と、
車線変更中に、前記区画線情報有効判定部による各区画線の前記区画線情報の有効判定結果に基づいて、前記自車線の左側の区画線及び右側の区画線から1つの区画線を基準区画線として選択する基準区画線選択部と、
車線変更中に、前記基準区画線の前記区画線情報に基づいて、車線変更するための走行経路である前記車線変更走行経路を生成する走行経路生成部と、を備えた走行経路生成装置。 - 前記走行路認識部は、自車両が区画線を跨いだときに、自車線が、跨ぐ前の車線から跨いだ後の車線に変化するように、各区画線と自車線との対応関係を変更し、
前記走行経路生成部は、前記基準区画線の前記区画線情報に基づいて、車線変更を行わず自車線に沿って走行する場合の走行経路である自車線走行経路を生成し、
区画線を跨ぐ前は、前記自車線走行経路から車線変更後の車線の走行経路に次第に近づく前記車線変更走行経路を生成し、
区画線を跨いだ後は、車線変更前の車線の走行経路から前記自車線走行経路に次第に近づく前記車線変更走行経路を生成する請求項1に記載の走行経路生成装置。 - 前記走行経路生成部は、各区画線の前記区画線情報に基づいて、車線変更の開始から終了までに自車両を横方向に移動させる距離である全横方向移動距離を算出し、
区画線を跨ぐ前は、前記自車線走行経路に対する自車両の横方向への移動距離を、車線変更の開始時点からの自車両の前方向への移動距離に応じて、0から前記全横方向移動距離まで次第に変化させ、前記自車線走行経路に前記横方向への移動距離を加算して、前記車線変更走行経路を生成し、
区画線を跨いだ後は、前記横方向への移動距離を、前記前方向の移動距離に応じて、前記全横方向移動距離に-1を乗算した値から0まで次第に変化させ、前記自車線走行経路に前記横方向への移動距離を加算して、前記車線変更走行経路を生成する請求項2に記載の走行経路生成装置。 - 前記区画線情報取得部は、各区画線の前記区画線情報として、自車両と自車両の横方向に位置する区画線の部分との間の距離である区画線距離を含む情報を取得し、
前記走行経路生成部は、各区画線の前記区画線距離に基づいて、前記全横方向移動距離を算出する請求項3に記載の走行経路生成装置。 - 前記走行経路生成部は、区画線を跨いだ後、自車線の左側の区画線及び右側の区画線の一方の前記区画線情報が取得できない場合は、過去に取得した車線変更後の車線の左側の区画線及び右側の区画線の前記区画線情報に基づいて生成する場合よりも、前記自車線走行経路を、前記区画線情報が取得できた左側の区画線又は右側の区画線に寄せて生成する請求項2から4のいずれか一項に記載の走行経路生成装置。
- 前記走行経路生成部は、区画線を跨いだ後、前回取得された自車線の車線幅と今回取得された自車線の車線幅との間の車線幅の変動量が、予め設定された判定変動量以上になった後、前記判定変動量以上になったときの自車両に対する前記自車線走行経路の横方向の距離に応じて、前記全横方向移動距離を変化させる請求項4に記載の走行経路生成装置。
- 前記区画線情報取得部は、周辺監視装置により区画線を検出し、検出した区画線に基づいて、前記区画線情報を取得し、
前記区画線情報有効判定部は、各区画線の区画線情報について、前記周辺監視装置により検出された区画線の自車両の前方の長さが、判定長さよりも長い場合に、前記区画線情報が有効であると判定し、前記長さが前記判定長さよりも短い場合に、前記区画線情報が有効でないと判定する請求項1から6のいずれか一項に記載の走行経路生成装置。 - 前記区画線情報取得部は、各区画線の前記区画線情報として、区画線の曲率を含む情報を取得し、
前記区画線情報有効判定部は、前記曲率が、他の区画線の前記曲率よりも判定曲率値以上異なっている区画線の前記区画線情報を有効でないと判定する請求項1から7のいずれか一項に記載の走行経路生成装置。 - 前記車線変更走行経路に基づいて、車輪の操舵角を制御する操舵制御を行う操舵制御部を備えた請求項1から8のいずれか一項に記載の走行経路生成装置。
- 自車両が走行している車線である自車線及び前記自車線に隣接する車線を含む、自車両の前方の認識可能な単数又は複数の車線の区画線について、自車両の位置を基準とする各区画線の位置及び形状に関する区画線情報を取得する区画線情報取得ステップと、
各区画線の前記区画線情報に基づいて、各区画線と自車線との対応関係を判定する走行路認識ステップと、
自車両の車線変更中に、各区画線の前記区画線情報について、車線変更するための走行経路である車線変更走行経路の生成に用いることができる有効な前記区画線情報であるか否かを判定する区画線情報有効判定ステップと、
車線変更中に、前記区画線情報有効判定ステップにおける各区画線の前記区画線情報の有効判定結果に基づいて、前記自車線の左側の区画線及び右側の区画線から1つの区画線を基準区画線として選択する基準区画線選択ステップと、
車線変更中に、前記基準区画線の前記区画線情報に基づいて、車線変更するための走行経路である前記車線変更走行経路を生成する走行経路生成ステップと、を備えた走行経路生成方法。
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CN114877911A (zh) * | 2022-07-08 | 2022-08-09 | 小米汽车科技有限公司 | 路径规划方法、装置、车辆及存储介质 |
JP7507816B2 (ja) | 2022-08-12 | 2024-06-28 | 本田技研工業株式会社 | 車両制御装置、車両制御方法、およびプログラム |
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US20220281473A1 (en) * | 2021-03-05 | 2022-09-08 | Continental Automotive Systems, Inc. | Driver Effort Augmentation to Indicate Trajectory Planner Feedback |
KR102499334B1 (ko) * | 2021-06-28 | 2023-02-14 | (주)뷰런테크놀로지 | 라이다 센서를 이용하여 차선을 검출하는 방법 및 상기 방법을 수행하는 차선 검출 장치 |
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