Vehicle control device, vehicle control method, and vehicle control system

Abstract

In one embodiment of the vehicle control device, the vehicle control method, and the vehicle control system according to the present invention, when a vehicle travel route on which a vehicle travels is obtained on the basis of a road shape on which the vehicle travels and an index pertaining to the movement of the vehicle in forward information of the vehicle, the vehicle travel route is determined on the basis of the road shape on which the vehicle travels and the index pertaining to the movement of the vehicle. When there is a preceding vehicle traveling in front of the host vehicle, a travel route of the host vehicle is obtained using information relating to a travel position or a travel history of the preceding vehicle in the forward information. According to the structure, the comfortable riding feeling of the vehicle and the natural following property of the vehicle to the preceding vehicle can be considered.

Description

Technical Field

[0001] The invention relates to a vehicle control device, a vehicle control method and a vehicle control system. Background Art

[0002] The driving assistance method of patent document 1 generates a driving path of the vehicle based on the position of the vehicle and map information, calculates a first reliability representing the reliability of the driving path of the vehicle, generates a driving path of a preceding vehicle, calculates a second reliability representing the reliability of the driving path of the preceding vehicle based on the shape of the driving path of the preceding vehicle, calculates an integration ratio for integrating the driving path of the vehicle with the driving path of the preceding vehicle based on the first reliability and the second reliability, and calculates the target driving path of the vehicle by integrating the driving path of the vehicle with the driving path of the preceding vehicle at the integration ratio.

[0003] Prior art literature

[0004] Patent Literature

[0005] Patent Document 1: International Publication No. 2020 / 002964 Summary of the invention

[0006] Problems to be solved by the invention

[0007] However, the vehicle control device can improve the riding comfort of the vehicle by considering the acceleration and jerk of the vehicle and other indicators related to the motion of the vehicle when calculating the travel path of the vehicle.

[0008] However, when there is a leading vehicle traveling in front of this vehicle, if the driving path of the leading vehicle is ignored and the driving path that takes into account indicators related to the movement of this vehicle is applied, the driving path of this vehicle and the driving path of the leading vehicle will be offset, which may cause a sense of discomfort and uneasiness to the occupants of this vehicle.

[0009] On the other hand, if the setting of the travel path taking into account the index related to the movement of the host vehicle is cancelled and the host vehicle is controlled to follow the travel path of the preceding vehicle when there is a preceding vehicle, the riding comfort cannot be improved.

[0010] The present invention has been completed in view of the existing actual situation, and its purpose is to provide a vehicle control device, a vehicle control method and a vehicle control system that can take into account both the comfortable riding feeling of the vehicle and the natural following performance of the vehicle to the preceding vehicle.

[0011] Means for solving problems

[0012] According to the vehicle control device, vehicle control method and vehicle control system involved in the present invention, in one of their modes, when calculating the driving path of the vehicle based on the shape of the road on which the vehicle is traveling and indicators related to the movement of the vehicle in the front information of the vehicle, if there is a leading vehicle traveling in front of the vehicle, the driving path of the vehicle is calculated using information related to the driving position or driving history of the leading vehicle in the front information.

[0013] Effects of the Invention

[0014] According to the present invention, it is possible to achieve both a comfortable ride of the host vehicle and a natural followability of the host vehicle to the preceding vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 is a block diagram showing a vehicle control system.

[0016] Figure 2 This is a diagram illustrating items that take the travel of a preceding vehicle into consideration.

[0017] Figure 3 This is a functional block diagram of the track generation processing unit.

[0018] Figure 4 is a flowchart showing the process of generating a target trajectory.

[0019] Figure 5 This is a graph showing an index of the meandering tendency or lane departure tendency of the preceding vehicle.

[0020] Figure 6 This is a graph showing an index of the meandering tendency or lane departure tendency of the preceding vehicle.

[0021] Figure 7 1 is a flowchart showing a process of setting weights of terms taking into account the travel of a preceding vehicle.

[0022] Figure 8 : is a line graph illustrating the correlation between the inter-vehicle distance and the weight of the term taking the travel of the preceding vehicle into consideration.

[0023] Fig. 9 : is a line graph illustrating the correlation between the inter-vehicle distance and the weight of the term taking into account the travel of the preceding vehicle.

[0024] Fig.10 : is a line graph illustrating the correlation between the inter-vehicle distance and the weight of the term taking into account the travel of the preceding vehicle.

[0025] Fig.11 : is a line graph illustrating the correlation between the relative vehicle speed and the weight of the term taking into account the travel of the preceding vehicle.

[0026] Fig.12 is a diagram showing the representation of the difference equation based on orbital points.

[0027] Fig.13 2 is a diagram illustrating differences in target trajectories caused by vehicle-to-vehicle distances.

[0028] Fig.14 This is a graph showing the difference in acceleration and jerk between the trajectory of the preceding vehicle and the target trajectory that takes the motion of the own vehicle into consideration.

[0029] Fig.15 This is a diagram for explaining the speed plan when the leading vehicle is following.

[0030] Fig.16 This diagram is used to explain the balance between following the leading vehicle and riding comfort.

[0031] Fig.17 This is a diagram showing a situation in which a vehicle cuts in between its own vehicle and a preceding vehicle.

[0032] Fig.18 It is a line graph showing the change of the upper limit vehicle speed before and after the interruption occurs.

[0033] Fig.19 This is a flowchart showing a process of integrating the first driving route and the second driving route.

[0034] Fig. 20 2 is a diagram illustrating differences in target trajectories caused by vehicle-to-vehicle distances. DETAILED DESCRIPTION

[0035] Hereinafter, embodiments of a vehicle control device, a vehicle control method, and a vehicle control system according to the present invention will be described with reference to the drawings.

[0036] Figure 1 This is a block diagram showing one embodiment of a vehicle control system 200 mounted on the vehicle 100 .

[0037] The vehicle control system 200 is a system that controls the movement of the vehicle 100 .

[0038] Specifically, the vehicle control system 200 generates a travel path of the vehicle 100 as the host vehicle (hereinafter referred to as the host vehicle travel path), and outputs control signals for controlling the steering angle and braking and driving forces of the vehicle 100 so that the vehicle 100 follows the generated host vehicle travel path.

[0039] The vehicle control system 200 includes an outside recognition unit 300 , a vehicle motion detection unit 400 , a vehicle control device 500 , and a vehicle actuator unit 600 .

[0040] The outside world recognition unit 300 is a device that acquires information about the outside world of the vehicle 100 .

[0041] The outside recognition unit 300 includes a GPS (Global Positioning System) receiving unit 310 , a map database 320 , a road-to-vehicle communication device 330 , a camera 340 , a radar 350 , and a LiDAR (Light Detection and Ranging, Laser Imaging Detection and Ranging) 360 .

[0042] The GPS receiving unit 310 measures the latitude and longitude of the position of the vehicle 100 by receiving signals from GPS satellites.

[0043] The map database 320 is formed in a storage device mounted in the vehicle 100 .

[0044] The map information of the map database 320 includes information such as road positions, road shapes, and intersection positions.

[0045] The road-to-vehicle communication device 330 transmits information about the vehicle 100 to a roadside device, and receives road traffic information such as curves and intersections from the roadside device.

[0046] The camera 340 is a stereo camera, a monocular camera, a panoramic camera, or the like, and captures images of the surroundings of the vehicle 100 to obtain image information of the surroundings of the vehicle 100 .

[0047] The radar 350 and the LiDAR 360 detect objects around the vehicle 100 and output information related to the detected objects.

[0048] In addition, the various sensors constituting the outside world recognition unit 300 are not limited to the above-mentioned combination, and can be appropriately combined according to the vehicle form and the like.

[0049] The vehicle motion detection unit 400 includes a wheel speed sensor 410 , an acceleration sensor 420 , and the like.

[0050] The wheel speed sensor 410 is a sensor that detects the rotation speed of each wheel of the vehicle 100 . The detection result of the wheel speed sensor 410 is used for the estimation calculation of the running speed (hereinafter referred to as the vehicle speed) of the vehicle 100 .

[0051] Furthermore, the acceleration sensor 420 detects various accelerations in the behavior of the vehicle 100 , such as longitudinal acceleration, lateral acceleration, vertical acceleration, yaw rate, pitch rate, roll rate, and lateral jerk of the vehicle 100 .

[0052] The vehicle control device 500 is an electronic control device including a microcomputer 510 as a control unit that performs calculations based on input information and outputs calculation results.

[0053] The microcomputer 510 includes an MPU (Microprocessor Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like.

[0054] The microcomputer 510 acquires various external recognition signals from the external recognition unit 300 , and acquires vehicle motion detection signals such as the vehicle speed and various accelerations of the vehicle 100 from the vehicle motion detection unit 400 .

[0055] Then, the microcomputer 510 generates a host vehicle travel path based on the acquired various information, and outputs various actuator control commands for causing the vehicle 100 to follow the host vehicle travel path to the vehicle actuator unit 600 .

[0056] The vehicle actuator unit 600 includes an internal combustion engine 610 that generates driving force for the vehicle 100, a motor 620, a braking device 630 that applies braking force to each wheel of the vehicle 100, an electronically controlled power steering device 640 that steers the front wheels of the vehicle 100 to change the direction of travel of the vehicle 100, and an electronically controlled suspension 650 that can adjust the damping force and vehicle height.

[0057] Furthermore, by operating motor 620 as a generator, braking force, that is, regenerative braking force can be applied to vehicle 100 .

[0058] Furthermore, the vehicle actuator unit 600 generates driving force, braking force, steering force, etc. according to an actuator control command from the microcomputer 510 .

[0059] The microcomputer 510 includes a surrounding situation recognition unit 520 , a trajectory generation processing unit 530 , and a vehicle control unit 540 as functional units for obtaining a host vehicle travel path and outputting actuator control commands for causing the vehicle 100 to follow the host vehicle travel path.

[0060] The surrounding situation recognition unit 520 (forward information acquisition unit) acquires various external recognition signals from the external recognition unit 300 , recognizes the surrounding situation of the vehicle 100 based on the acquired external recognition signals, and outputs forward information of the vehicle 100 including external information, map information, and preceding vehicle information.

[0061] The external information output by the surrounding situation recognition unit 520 includes information related to the road shape, such as lane information and center line information, as well as obstacle information.

[0062] In addition, the map information output by the surrounding situation recognition unit 520 includes information related to the road shape, such as information on road curvature and center line.

[0063] Furthermore, the leading vehicle information output by the surrounding condition recognition unit 520 includes information related to the driving position or driving history of the leading vehicle traveling in front of the vehicle 100. Furthermore, the surrounding condition recognition unit 520 recognizes the yaw angle of the leading vehicle, the relative speed between the leading vehicle and the vehicle 100, the relative yaw rate between the leading vehicle and the vehicle 100, etc., and outputs it as the leading vehicle information.

[0064] Here, the surrounding situation recognition unit 520 fuses the information from the above-mentioned various sensors to generate forward information used for vehicle control.

[0065] For example, the surrounding situation recognition unit 520 combines the obstacle information recognized by the camera 340 and the obstacle information recognized by the LiDAR 360 to generate the obstacle information as the external environment information.

[0066] Furthermore, the surrounding situation recognition unit 520 fuses a plurality of sensor information, and also uses map information, preceding vehicle information, and the like as information used for vehicle control.

[0067] The track generation processing unit 530 acquires external recognition signals such as external information, map information, and preceding vehicle information from the surrounding situation recognition unit 520 , and also acquires a motion detection signal of the vehicle 100 from the vehicle motion detection unit 400 .

[0068] Then, the trajectory generation processing unit 530 generates a target trajectory (in other words, a target track) as the travel path of the vehicle based on the acquired various information.

[0069] The vehicle control unit 540 acquires information on the target trajectory generated by the trajectory generation and processing unit 530 .

[0070] Furthermore, the vehicle control unit 540 calculates a control command for causing the vehicle 100 to follow the target track, and outputs the calculated control command to the vehicle actuator unit 600 .

[0071] When the trajectory generation processing unit 530 calculates the target trajectory based on the shape of the road on which the vehicle 100 is traveling in the front information and the indicators related to the movement of the vehicle 100, if there is a leading vehicle traveling in front of the vehicle 100, the leading vehicle driving information related to the driving position or driving history of the leading vehicle in the front information is used.

[0072] The index related to the motion of the vehicle 100 used by the trajectory generation processing unit 530 to generate the target trajectory is, for example, a physical quantity related to the acceleration of the vehicle 100 such as the acceleration and jerk of the host vehicle.

[0073] Here, the target trajectory based on the shape of the road and the index related to the movement of the vehicle 100 is a trajectory that can suppress the acceleration and jerk of the vehicle 100 within the drivable area and realize a comfortable ride of the vehicle 100 .

[0074] Furthermore, when there is a leading vehicle, the track generation processing unit 530 brings the target track closer to the track of the leading vehicle (in other words, the leading vehicle driving path) from a track that enables a comfortable ride for the vehicle 100 (in other words, the leading vehicle driving path) by considering the leading vehicle driving information related to the driving position or driving history of the leading vehicle, thereby taking into account both the riding feeling of the vehicle 100 and the natural following ability of the vehicle 100 to the leading vehicle.

[0075] Furthermore, the trajectory generation processing unit 530 sets the travelable area as an area where the vehicle 100 can travel based on the road shape, obstacle information, and the like.

[0076] Furthermore, the information on the travelable area may include information on an upper limit value or a lower limit value of an index (vehicle speed, acceleration, jerk, etc.) related to the movement of the vehicle 100 at a predetermined position in the travelable area.

[0077] If the preceding vehicle is present and the vehicle 100 is driven along a target trajectory with suppressed acceleration or jerk while ignoring the preceding vehicle, the trajectory of the vehicle 100 deviates from the trajectory of the preceding vehicle, which may cause a sense of discomfort or uneasiness to the occupants of the vehicle 100 .

[0078] Therefore, when there is a preceding vehicle, the trajectory generation processing unit 530 performs a trajectory transition process that brings the target trajectory as the host vehicle's travel path closer to the trajectory of the preceding vehicle from the trajectory with suppressed acceleration or jerk, thereby suppressing the discomfort and uneasiness of the occupants of the vehicle 100 .

[0079] Here, the sense of discomfort and uneasiness felt by the occupant of the vehicle 100 changes depending on the distance between the vehicle 100 and the preceding vehicle, that is, the inter-vehicle distance, and the like.

[0080] Therefore, the track generation processing unit 530 changes the degree to which the target track is shifted according to the front information such as the inter-vehicle distance.

[0081] This can suppress the discomfort and uneasiness of the occupants of the vehicle 100 and improve the riding comfort of the vehicle 100 as much as possible.

[0082] Hereinafter, the target trajectory generation process performed by the trajectory generation processing unit 530 will be described in more detail.

[0083] The trajectory generation processing unit 530 obtains a target trajectory by adding the preceding vehicle travel information related to the travel position or travel history of the preceding vehicle to the road shape and the index related to the movement of the vehicle 100 as a calculation condition.

[0084] In other words, the trajectory generation processing unit 530 uses, as indices for generating a target trajectory, an item based on the road shape, an item related to the movement of the vehicle 100 , and an item taking into account the travel of the preceding vehicle.

[0085] Here, the items based on the road shape include, for example, the following indicators.

[0086] Ensure the distance between the road shoulder and the vehicle 100.

[0087] Ensure the distance between the obstacle and the vehicle 100.

[0088] Keep the driving path close to the center of the lane.

[0089] In addition, items related to the movement of vehicle 100 include, for example, the following indices.

[0090] Reduce the acceleration of the vehicle 100.

[0091] Reduce the jerk of the vehicle 100.

[0092] Reduce the turning curvature of the vehicle 100.

[0093] also, Figure 2 This is a diagram illustrating items that take the travel of a preceding vehicle into consideration, that is, items based on information related to the travel position or travel history of the preceding vehicle.

[0094] The items taking into account the travel of the preceding vehicle include, for example, the following indexes for bringing the target trajectory of the vehicle 100 closer to the trajectory of the preceding vehicle (in other words, the travel track of the preceding vehicle).

[0095] The distance (lateral offset) between the vehicle 100 and the preceding vehicle is brought close to zero.

[0096] The distance (lateral offset) between the vehicle 100 and the preceding vehicle is brought close to zero.

[0097] Make the deviation of the moving direction of the target trajectory with respect to the moving direction of the preceding vehicle close to zero.

[0098] Make the deviation between the leading vehicle’s trajectory and the target trajectory close to zero.

[0099] Furthermore, the trajectory generation processing unit 530 changes the weight of the item considering the travel of the preceding vehicle (in other words, information related to the travel position or travel history of the preceding vehicle) based on the following index, in other words, the degree to which the target trajectory is brought close to the trajectory of the preceding vehicle.

[0100] Relative information with the preceding vehicle (distance between vehicles, relative speed, etc.).

[0101] Road identification information (road identification accuracy).

[0102] · The leading vehicle's tendency to meander or leave the lane.

[0103] ·Road shape (road curvature, etc.).

[0104] In addition, the weight of the item that takes the travel of the preceding vehicle into consideration is increased, and the weight of the item based on the road shape and the item related to the movement of the vehicle 100 is relatively reduced; the weight of the item that takes the travel of the preceding vehicle into consideration is reduced, and the weight of the item based on the road shape and the item related to the movement of the vehicle 100 is relatively increased.

[0105] Here, the track generation processing unit 530 increases the weight of the item considering the travel of the preceding vehicle as the inter-vehicle distance is shorter, and increases the weight of the item considering the travel of the preceding vehicle as the preceding vehicle is slower than the vehicle 100 .

[0106] Since the vehicle 100 is traveling on a track different from that of the preceding vehicle, the occupants of the vehicle 100 feel uneasy about the recognition of the preceding vehicle and the followability of the vehicle control.

[0107] Therefore, the trajectory generation processing unit 530 increases the weight of the item that takes the travel of the preceding vehicle into consideration (in other words, the weight of the processing for matching the trajectory of the preceding vehicle) so as to match the target trajectory of the vehicle 100 with the trajectory of the preceding vehicle, thereby alleviating the sense of uneasiness and discomfort of the passengers of the vehicle 100.

[0108] That is, the trajectory generation processing unit 530 changes the weighting of whether to prioritize reducing the acceleration of the vehicle 100 (in other words, riding comfort) or matching the trajectory of the preceding vehicle in generating the target trajectory, based on the front information such as the inter-vehicle distance.

[0109] For example, when there is a preceding vehicle ahead of the vehicle 100 , if the vehicle 100 is simply caused to follow the preceding vehicle, a trajectory plan that provides a good ride based on indicators such as reducing the acceleration of the vehicle 100 becomes invalid.

[0110] Therefore, when there is a leading vehicle, the track generation processing unit 530 can inherit the good riding feel of the target track generated based on indicators such as reduced acceleration, and make it run on a track close to the track of the leading vehicle, taking into account both the leading vehicle following without any sense of incongruity and the riding feel.

[0111] Hereinafter, the target trajectory generation process performed by the microcomputer 510 (trajectory generation processing unit 530 ) will be described in detail.

[0112] Figure 3 This is a functional block diagram of the track generation processing unit 530 .

[0113] The track generation processing unit 530 includes functional units such as a preceding vehicle estimation unit 531 , a preceding vehicle information weight determination unit 532 , and a track planning unit 533 .

[0114] The preceding vehicle estimation unit 531 estimates the state of the preceding vehicle based on the preceding vehicle information acquired from the surrounding situation recognition unit 520 .

[0115] The leading vehicle information includes information such as the position of the leading vehicle, the yaw angle of the leading vehicle, the relative speed of the leading vehicle relative to vehicle 100, and the relative yaw rate of the leading vehicle relative to vehicle 100, which are identified based on information from external recognition sensors such as camera 340 and LiDAR 360.

[0116] Furthermore, the microcomputer 510 can acquire preceding vehicle information such as the position of the preceding vehicle from the preceding vehicle through inter-vehicle communication between the vehicle 100 and the preceding vehicle.

[0117] Furthermore, the state estimation of the preceding vehicle includes the estimation of the behavior of the preceding vehicle and the estimation of the past position of the preceding vehicle, and the behavior estimation of the preceding vehicle includes the estimation of the meandering tendency of the preceding vehicle and the estimation of the lane departure tendency of the preceding vehicle.

[0118] Note that the estimation of the meandering tendency of the preceding vehicle and the estimation of the lane departure tendency of the preceding vehicle will be described in detail later.

[0119] The preceding vehicle information weight determination unit 532 obtains external information, map information, and preceding vehicle information from the surrounding situation recognition unit 520 , and further obtains preceding vehicle estimation information including preceding vehicle behavior estimation information and preceding vehicle past position estimation information from the preceding vehicle estimation unit 531 .

[0120] Furthermore, the preceding vehicle information weight determination unit 532 determines the weight of the preceding vehicle information (specifically, information related to the travel position or travel history of the preceding vehicle) used by the trajectory planning unit 533 when calculating the target trajectory, that is, the weight of the item taking the travel of the preceding vehicle into consideration, based on the various information obtained.

[0121] The trajectory planning unit 533 obtains external information, map information, and preceding vehicle information from the surrounding situation recognition unit 520 , obtains preceding vehicle estimation information from the preceding vehicle estimation unit 531 , and further obtains information on the weight of the preceding vehicle information from the preceding vehicle information weight determination unit 532 .

[0122] Then, the trajectory planning unit 533 generates a target trajectory of the vehicle 100 based on the acquired various information, and outputs information on the generated target trajectory to the vehicle control unit 540 .

[0123] Figure 4 1 is a flowchart showing a main routine of a process of generating a target trajectory by the microcomputer 510 (the trajectory generating and processing unit 530 ).

[0124] The microcomputer 510 recognizes the surrounding conditions (in other words, the surrounding environment) of the vehicle 100 in step S701 .

[0125] Specifically, the microcomputer 510 recognizes the surrounding conditions of the vehicle 100 including lane information, obstacle information, center line information, and the like based on information from the external environment recognition sensors such as the camera 340 and the LiDAR 360 .

[0126] Next, the microcomputer 510 acquires map information in step S702 .

[0127] Specifically, the microcomputer 510 acquires information such as road curvature and center line as map information from a high-precision map, car navigation information, and the like.

[0128] Furthermore, in the next step S703 , the microcomputer 510 acquires the preceding vehicle information such as the position of the preceding vehicle.

[0129] In detail, the microcomputer 510 obtains the leading vehicle information such as the position of the leading vehicle, the yaw angle of the leading vehicle, the relative speed of the leading vehicle relative to the vehicle 100, and the relative yaw rate of the leading vehicle relative to the vehicle 100 based on the information of the external recognition sensors such as the camera 340 and the LiDAR 360.

[0130] Next, the microcomputer 510 estimates the state of the preceding vehicle in step S704 (the preceding vehicle estimation unit 531 ).

[0131] Here, the state estimation of the preceding vehicle includes the behavior estimation of the preceding vehicle and the estimation of the past position of the preceding vehicle, and the behavior estimation of the preceding vehicle includes the estimation of the meandering tendency of the preceding vehicle and the estimation of the lane departure tendency of the preceding vehicle.

[0132] The meandering tendency is a state in which the preceding vehicle runs in a curved manner regardless of the shape of the road.

[0133] The lane departure tendency refers to a state in which the preceding vehicle does not travel along the lane but departs from the lane.

[0134] That is, the meandering tendency of the preceding vehicle and the lane departure tendency of the preceding vehicle are states in which the preceding vehicle is traveling on a track that is not preferably followed by the vehicle 100 .

[0135] In step S704 , the microcomputer 510 can determine that the greater the numerical value (1) to (6) below, the greater the tendency of the preceding vehicle to meander or the tendency of the preceding vehicle to leave the lane.

[0136] Furthermore, microcomputer 510 can determine the meandering tendency of the preceding vehicle or the lane departure tendency of the preceding vehicle based on one or a combination of multiple values ​​of (1) to (6).

[0137] in addition, Figure 5 Represents the value (1)-(3), Figure 6 Indicates the values ​​(4) and (5).

[0138] (1) The deviation between the position of the leading vehicle and the center line (refer to Figure 5 ).

[0139] (2) The deviation between the direction of travel of the preceding vehicle and the tangent direction of the center line (refer to Figure 5 ).

[0140] (3) The deviation between the previous position of the preceding vehicle and the center line (refer to Figure 5 ).

[0141] (4) The magnitude of physical quantities indicating the left-right movement of the leading vehicle, such as the estimated value of the lateral acceleration and the estimated value of the yaw rate of the leading vehicle (see Figure 6 ).

[0142] (5) The deviation between the estimated lateral acceleration of the leading vehicle and the reference lateral acceleration based on the curvature of the center line (road curvature) (refer to Figure 6 ).

[0143] (6) Probability indicating the possibility of the leading vehicle snaking or leaving the lane, determined by AI (Artificial Intelligence) or the like.

[0144] In step S704, the microcomputer 510 can determine the meandering tendency of the preceding vehicle or the lane departure tendency of the preceding vehicle by using information on the lighting of the turn indicator of the preceding vehicle or the like.

[0145] In step S705 (preceding vehicle information weight determination unit 532 ), the microcomputer 510 determines the weight of the preceding vehicle information based on the front information such as the inter-vehicle distance which is the distance between the vehicle 100 and the preceding vehicle.

[0146] Figure 7 The flowchart shows the weight determination process in step S705 in detail.

[0147] In step S751 , the microcomputer 510 determines the weight of the preceding vehicle information based on relative information between the vehicle 100 and the preceding vehicle, such as the inter-vehicle distance and the relative vehicle speed.

[0148] Here, the microcomputer 510 reduces the weight when the inter-vehicle distance, which is the distance between the vehicle 100 and the preceding vehicle, is long (in other words, the preceding vehicle is far from the vehicle 100), compared with a short case, and increases the weight when the inter-vehicle distance is short (in other words, the preceding vehicle is close to the vehicle 100), compared with a long case.

[0149] That is, the microcomputer 510 makes the weight of the preceding vehicle information smaller as the inter-vehicle distance increases.

[0150] Figure 8-Figure 10 : is a line graph illustrating a correlation pattern between the weight of preceding vehicle information and the inter-vehicle distance.

[0151] The microcomputer 510 can be used, for example, Figure 8-Figure 10 The weight of the preceding vehicle information is determined based on the inter-vehicle distance, such as the characteristics shown in any one of the above.

[0152] exist Figure 8 In the case of the characteristic of FIG. 1 , the microcomputer 510 gradually changes the speed of change of the weight relative to the increase in the inter-vehicle distance while reducing the change in the weight.

[0153] exist Fig. 9 In the case of the characteristic, the microcomputer 510 keeps the weight constant until the inter-vehicle distance exceeds the set value. If the inter-vehicle distance exceeds the set value, the weight is reduced at a constant speed in response to the increase in the inter-vehicle distance.

[0154] exist Fig.10 In the case of the characteristic of the vehicle, the microcomputer 510 switches the weight to one of two values ​​depending on whether the vehicle-to-vehicle distance is greater than a threshold value.

[0155] In addition, the microcomputer 510 can also determine the weights based on other indicators as shown below. Figure 8-Figure 10The weight is changed in the characteristics illustrated, that is, a mode in which the change speed of the weight is gradually changed, a mode in which the change speed of the weight is constant, a mode in which the weight is switched stepwise, and the like.

[0156] Furthermore, in step S751 , the microcomputer 510 determines the weight of the preceding vehicle information based on the relative vehicle speeds between the preceding vehicle and the vehicle 100 .

[0157] In the present application, the relative vehicle speed is defined as “relative vehicle speed=preceding vehicle speed−own vehicle speed”.

[0158] Furthermore, the greater the relative vehicle speed, in other words, the higher the speed of the preceding vehicle is than vehicle 100, the smaller the weight of the preceding vehicle information is made by microcomputer 510, and the smaller the relative vehicle speed, in other words, the slower the speed of the preceding vehicle is than vehicle 100, the larger the weight of the preceding vehicle information is made by microcomputer 510.

[0159] Fig.11 This is a line graph illustrating the correlation between the weight of the preceding vehicle information and the relative vehicle speed, and is an example in which a characteristic in which the change speed of the weight changes gradually with respect to a change in the relative vehicle speed is adopted.

[0160] When the relative vehicle speed is negative and the speed of the preceding vehicle is slower than the speed of the vehicle 100 , the microcomputer 510 increases the weight of the preceding vehicle information compared to when the relative vehicle speed is positive and the speed of the preceding vehicle is faster than the speed of the vehicle 100 .

[0161] When the relative vehicle speed is negative and the speed of the preceding vehicle is slower than that of the vehicle 100 , the inter-vehicle distance is reduced, and the weight of the preceding vehicle information is increased similarly to the setting characteristics of the weight based on the inter-vehicle distance.

[0162] The occupants of the vehicle 100 are more likely to feel the deviation between the track of the vehicle 100 and the track of the preceding vehicle as a sense of discomfort as the inter-vehicle distance becomes smaller.

[0163] Therefore, the microcomputer 510 gives a greater weight to the preceding vehicle information when the vehicle-to-vehicle distance is smaller or tends to decrease, so that the target track of vehicle 100 is closer to the track of the preceding vehicle from the track that prioritizes riding comfort, thereby suppressing the deviation of the track of vehicle 100 from the track of the preceding vehicle and suppressing the sense of disharmony and uneasiness of the occupants of vehicle 100.

[0164] This makes it possible to achieve both a comfortable ride feeling of the vehicle 100 and a natural followability to the preceding vehicle.

[0165] Next, the microcomputer 510 proceeds to step S752 to determine the weight of the preceding vehicle information based on the recognition accuracy of the road shape of the environment recognition unit 300 .

[0166] When the shape of the road on which the vehicle 100 is traveling is recognized by the camera 340 included in the outside recognition unit 300 , if the performance of the camera 340 is low, the recognition accuracy of the road shape also decreases, and the accuracy of generating the target trajectory based on the recognition result of the road shape decreases.

[0167] Therefore, as the performance of the camera 340 decreases and the road shape recognition accuracy decreases, the microcomputer 510 increases the weight of the preceding vehicle's travel information and makes the target trajectory closer to the trajectory of the preceding vehicle.

[0168] Here, the performance of the camera 340 is determined based on the number of pixels of the solid-state imaging element, the brightness and sensitivity of the lens, and the like.

[0169] Furthermore, even in bad weather conditions such as rain or when the surroundings of vehicle 100 are dark, the road shape recognition accuracy of camera 340 deteriorates, so the worse the weather (more rainfall) or the darker the surroundings, the greater the weight that microcomputer 510 can give to the preceding vehicle's driving information.

[0170] Furthermore, when the center line or lane boundary line on the road is blurred and unclear, the microcomputer 510 can determine that the recognition accuracy of the road shape by the camera 340 is low and increase the weight of the preceding vehicle travel information.

[0171] When the recognition accuracy of the road shape is low, there is a high possibility that the vehicle 100 can travel more safely by following the preceding vehicle, so the microcomputer 510 increases the weight of the preceding vehicle information to bring the target trajectory of the vehicle 100 closer to the trajectory of the preceding vehicle.

[0172] Next, the microcomputer 510 proceeds to step S753 to determine the weight of the preceding vehicle information based on the meandering tendency or lane departure tendency of the preceding vehicle.

[0173] When the leading vehicle has a strong tendency to meander or to leave the lane, causing the vehicle 100 to follow the leading vehicle may impair the driving safety and comfort of the vehicle 100 .

[0174] Therefore, the microcomputer 510 makes the weight of the preceding vehicle's driving information smaller as the preceding vehicle's snaking driving tendency or lane departure tendency is stronger, thereby suppressing the preceding vehicle's trajectory from affecting the target trajectory of the vehicle 100 and ensuring the driving safety and comfort of the vehicle 100.

[0175] In other words, when the preceding vehicle complies with the prescribed meandering behavior, the microcomputer 510 reduces the weight of the preceding vehicle travel information compared to when it does not comply.

[0176] Next, the microcomputer 510 proceeds to step S754 to determine the weight of the preceding vehicle information based on the shape of the road on which the vehicle 100 is traveling.

[0177] Here, the microcomputer 510 makes the weight of the preceding vehicle travel information smaller as the curvature of the road on which the vehicle 100 is traveling increases, in other words, as the curve ahead becomes sharper.

[0178] Furthermore, the microcomputer 510 can reduce the weight of the preceding vehicle travel information as the maximum value, average value, etc. of the curvature of the road within a predetermined distance ahead of the vehicle 100 increases.

[0179] When the vehicle 100 travels on a sharp curve with a large curvature, the lateral acceleration or lateral jerk increases, and the ride quality of the vehicle 100 is likely to deteriorate. Therefore, it is desirable to improve the ride quality rather than reduce the discomfort caused by the deviation of the target track of the vehicle 100 from the track of the preceding vehicle.

[0180] Therefore, the microcomputer 510 makes the weight of the preceding vehicle's travel information smaller as the road curvature increases, thereby ensuring a comfortable ride on sharp curves.

[0181] Next, the microcomputer 510 enters step S755 to determine a final weight based on the set values ​​of four weights determined based on the vehicle-to-vehicle distance, the recognition accuracy of the road shape, the snaking tendency and lane departure tendency of the preceding vehicle, and the road shape (curvature).

[0182] Here, the microcomputer 510 can use, for example, the maximum value or the average value among the weights as the final weight.

[0183] Furthermore, the microcomputer 510 can determine the final weight based on a part of the weights obtained in steps S751 to S754 .

[0184] In addition, the microcomputer 510 can correct the basic value of the weight calculated based on at least one of the weight based on the vehicle distance, the weight based on the relative vehicle speed, and the weight based on the road curvature, for example, based on the weight based on the recognition accuracy of the road shape and / or the weight based on the snaking driving tendency and lane departure tendency of the preceding vehicle, and determine the final weight.

[0185] Microcomputer 510 Figure 4 In step S705 of the flowchart, the weight of the preceding vehicle information (the item taking into account the travel of the preceding vehicle) is calculated based on the inter-vehicle distance, the relative vehicle speed, etc., and then the process proceeds to step S706.

[0186] In step S706 , the microcomputer 510 designs a target trajectory by reflecting the weight of the preceding vehicle information, including an item based on the road shape, an item based on the motion of the own vehicle, and an item taking into account the travel of the preceding vehicle.

[0187] Thus, the target trajectory of the vehicle 100 shifts between the trajectory prioritizing riding comfort and the trajectory of the preceding vehicle according to the weight of the preceding vehicle information, thereby achieving a balance between comfortable riding comfort and natural followability to the preceding vehicle.

[0188] The target trajectory of vehicle 100 is represented as, for example, a finite point sequence or an n-th order function.

[0189] Then, the microcomputer 510 determines the arrangement of a finite number of point sequences or each coefficient in an n-th order function as a trajectory plan.

[0190] Hereinafter, as an example of a track design method, an example of expressing track points using differential equations will be described.

[0191] The differential equation based on the track points is expressed as, for example, Formula 1.

[0192] Fig.12 In the differential equation representation, the orbital point x[n+1] at time n+1 is obtained by adding the time change to the orbital point x[n] at time n.

[0193] [Mathematical formula 1]

[0194]

[0195] Then, the microcomputer 510 can design a target trajectory of the vehicle 100 by obtaining the input sequence u[0], u[1], . . . , u[N-1].

[0196] Here, the microcomputer 510 obtains an input sequence u[0], u[1], . . . , u[N-1] that minimizes the evaluation function J(x, u) shown in Formula 2.

[0197] [Mathematical formula 2]

[0198]

[0199] The above-mentioned evaluation function J(x, u) is designed to achieve the goal when it is minimized.

[0200] For example, when the term of the travel of the preceding vehicle is taken into consideration, the track is designed so that the value of the evaluation function J (x, u) becomes smaller as the track passes near the position of the preceding vehicle.

[0201] In addition, as a method for obtaining the input sequence u[0], u[1], ..., u[N-1], the microcomputer 510 can appropriately select and use a known method such as the steepest descent method, the conjugate gradient method, the Newton method, the quasi-Newton method, etc.

[0202] In the design of the target track in step S706, the heavier the weight of the item that takes into account the travel of the leading vehicle, the higher the priority given by the microcomputer 510 to achieving the goal of reducing the distance to the leading vehicle (in other words, making the driving path of the own vehicle close to the driving path of the leading vehicle). Relatively speaking, the track design related to improving the riding feel, such as reducing the lateral acceleration when turning, is postponed.

[0203] In other words, the higher the weight of the item taking into account the travel of the preceding vehicle, the higher the priority given by the microcomputer 510 to bringing the target trajectory of the vehicle 100 closer to the trajectory of the preceding vehicle.

[0204] On the contrary, the lighter the weight of the item that takes into account the travel of the preceding vehicle, the more the microcomputer 510 prioritizes track design related to improving the riding feel, such as reducing the lateral acceleration during cornering, in the target track design, and postpones the purpose of reducing the distance between the vehicle 100 and the preceding vehicle.

[0205] In other words, the lighter the weight of the item considering the travel of the preceding vehicle, the higher the priority microcomputer 510 places on track design related to improvement of riding comfort, such as reduction of lateral acceleration during cornering.

[0206] After the microcomputer 510 designs the target trajectory in step S706 , the process proceeds to step S707 to determine whether the designed target trajectory meets specified requirements.

[0207] For example, in step S707 , the microcomputer 510 determines whether any one of the following requirements is satisfied.

[0208] The total of the values ​​of each item of the index used to create the track is the smallest.

[0209] The total of the values ​​of each item of the index used to create the track is less than the specified value.

[0210] The values ​​of each item of the index for creating the track are smaller than the specified value.

[0211] If the microcomputer 510 determines in step S707 that the designed target trajectory does not satisfy the prescribed requirements, the microcomputer 510 returns to step S706 to re-design the trajectory.

[0212] Then, when the microcomputer 510 determines that the designed trajectory satisfies the predetermined requirements, it determines the latest target trajectory as the final target trajectory and ends this routine.

[0213] Fig.13 The following describes, by way of example, a case where the weight of a term taking into account the travel of a preceding vehicle is variably set based on the inter-vehicle distance and the difference in the target trajectory caused by the difference in the inter-vehicle distance.

[0214] Fig.13 The left end of represents the target trajectory in a state where the inter-vehicle distance is large enough and the trajectory of the preceding vehicle is roughly ignored in the design of the target trajectory.

[0215] In this case, by designing the track to minimize the lateral acceleration or lateral jerk when the vehicle 100 turns, the curvature of the target track becomes smaller than the curvature of the track of the preceding vehicle, thereby achieving a good ride feeling of the vehicle 100 .

[0216] also, Fig.13 The center of represents the target trajectory in a state where the inter-vehicle distance is a medium distance and the weight setting works so that the target trajectory approaches the trajectory of the preceding vehicle.

[0217] In this case, the target trajectory is Fig.13 The track showing the best riding comfort at the left end of is closer to the track of the preceding vehicle, so that the discomfort and uneasiness caused by the vehicle 100 following the track deviated from the preceding vehicle can be reduced, and the good riding comfort can be maintained.

[0218] also, Fig.13 The right end of indicates a state where the inter-vehicle distance is at the shortest level and the target track is fairly close to the track of the preceding vehicle.

[0219] In this case, since the distance between vehicles is short, the deviation between the track of vehicle 100 and the track of the preceding vehicle is likely to cause a sense of discomfort and uneasiness. Therefore, by making the target track sufficiently close to the track of the preceding vehicle, the sense of discomfort and uneasiness can be fully suppressed. In addition, the riding experience can be improved compared to the case where vehicle 100 traces the track of the preceding vehicle.

[0220] That is, the microcomputer 510 not only considers the travel of the leading vehicle, but also generates a target trajectory of the vehicle 100 based on the road shape and indicators related to the movement of the vehicle 100. Therefore, compared with the case of tracking the trajectory of the leading vehicle, it is possible to achieve a driving with a good ride feeling, and it is possible to take into account both a comfortable ride and a natural follow-up to the leading vehicle.

[0221] Fig.14 This indicates that when vehicle 100 follows a trajectory that takes into account the road shape and indicators related to the movement of vehicle 100 , the lateral acceleration and lateral jerk become smaller and the riding feeling is improved compared to when vehicle 100 follows the trajectory of a preceding vehicle.

[0222] Fig.15 1 is a diagram for explaining a speed plan when the vehicle 100 follows a preceding vehicle.

[0223] The microcomputer 510 allocates the upper limit vehicle speed determined based on the vehicle speed of the preceding vehicle to a reference point for the rear target inter-vehicle distance from the position of the preceding vehicle.

[0224] Then, the microcomputer 510 performs speed planning so that the target vehicle speed of the vehicle 100 at the reference point does not exceed the allocated upper limit speed, thereby enabling the vehicle 100 to follow the preceding vehicle.

[0225] Here, microcomputer 510 can calculate the target inter-vehicle distance for determining the point to which the upper limit vehicle speed is allocated according to Formula 3 based on the speed of vehicle 100 .

[0226] Target inter-vehicle distance = offset value + inter-vehicle time × own vehicle speed… Formula 3

[0227] In Math Formula 3, the offset value and the inter-vehicle time are fixed values ​​stored in the nonvolatile memory of the microcomputer 510 .

[0228] In addition, the microcomputer 510 can perform speed planning by setting the target inter-vehicle distance as a fixed value, and can also adopt a calculation method different from that of Mathematical Formula 3.

[0229] Furthermore, the microcomputer 510 sets the upper limit speed assigned from the position of the preceding vehicle to the reference point of the target rear inter-vehicle distance as the vehicle speed of the preceding vehicle. If sufficient time passes, the vehicle 100 travels at the position of the target rear inter-vehicle distance of the preceding vehicle, thereby achieving inter-vehicle control.

[0230] Furthermore, microcomputer 510 can improve the convergence to the target inter-vehicle distance by setting the upper limit speed in accordance with Mathematical Formula 4, which adjusts the upper limit speed based on the deviation between the actual inter-vehicle distance and the target inter-vehicle distance.

[0231] Upper speed limit = preceding vehicle speed + gain × (actual vehicle distance – target vehicle distance)… Formula 4

[0232] Furthermore, when the microcomputer 510 causes the vehicle 100 to follow the preceding vehicle, Fig.12 For each of the track points shown, only speed planning is performed again in the later stage. In the process of the speed planning, the upper limit speed calculated according to the above-mentioned mathematical formula 4 can be allocated as the upper limit speed for each of the track points.

[0233] Here, the microcomputer 510 can also realize the speed plan based on the upper limit speed by adding a term that takes the upper limit speed into consideration in the evaluation function shown in Mathematical Formula 2.

[0234] Furthermore, when the microcomputer 510 adds a term that takes the upper limit speed into consideration in the evaluation function, a barrier function or a slack variable can be used.

[0235] Next, the principle of achieving both a comfortable ride and a natural followability to a preceding vehicle through the above-mentioned trajectory plan and speed plan will be described.

[0236] Fig.16 This is a scene in which the vehicle 100 and the preceding vehicle are traveling on a road including a curve, and the vehicle 100 is entering the curve while the preceding vehicle is accelerating through the curve.

[0237] At this time, if the following performance of the preceding vehicle is prioritized in the travel control of the vehicle 100 , the vehicle 100 enters the curve while accelerating to match the speed of the preceding vehicle, without considering the ride quality of the vehicle 100 on the curve.

[0238] In contrast, in trajectory and speed planning using information on the travel position or travel history of the preceding vehicle, the microcomputer 510 considers the travel position or travel history of the preceding vehicle, but can plan the trajectory and speed ignoring the preceding vehicle depending on circumstances.

[0239] exist Fig.16 In the situation shown, when the upper speed limit of the vehicle 100 is set based on the speed of the preceding vehicle, the microcomputer 510 sets the upper speed limit of the vehicle 100 in the speed plan of the vehicle 100 as follows: Fig.16 As shown in the lower section of , the speed of the vehicle 100 can be determined in consideration of the riding comfort within a range that does not exceed the upper limit speed, so the riding comfort of the vehicle 100 can be improved.

[0240] Here, when there is a curve just ahead of vehicle 100 and the riding experience on the curve is preferred over following the leading vehicle, microcomputer 510 can reduce the weight for matching the travel of the leading vehicle. In other words, it can reduce the weight of the item that takes the travel of the leading vehicle into consideration.

[0241] Next, a speed plan corresponding to a vehicle inserted between the vehicle 100 and the preceding vehicle will be described.

[0242] Fig.17 This shows a situation in which, when the vehicle 100 is following a preceding vehicle traveling in the same lane, another vehicle cuts in between the vehicle 100 and the preceding vehicle from an adjacent lane.

[0243] In this case, in the speed plan that takes riding comfort into consideration, there is a possibility that deceleration to suppress the approach of the cutting vehicle may not be sufficient.

[0244] Therefore, when cutting in front of vehicle 100 occurs, microcomputer 510 can perform a speed plan that is different from the original speed plan and prioritizes safety without considering riding comfort (in other words, acceleration, jerk), that is, a speed plan that allows rapid deceleration.

[0245] Here, the microcomputer 510 can switch to a speed plan that prioritizes safety without considering the riding comfort, in response to the fact that the speed plan considering the riding comfort cannot be performed within the range of the upper limit speed based on the position and speed of the inserted new preceding vehicle.

[0246] In other words, the microcomputer 510 can switch to a speed plan that gives priority to safety without considering the riding feeling, because there is no longer a valid solution for the speed that takes the riding feeling into consideration.

[0247] Fig.18 This indicates switching of the upper speed limits before and after the occurrence of the insertion of the vehicle 100 immediately ahead.

[0248] When another vehicle intervenes between the vehicle 100 and the preceding vehicle, the position of the new preceding vehicle at the rear target inter-vehicle distance is shifted to a position closer to the host vehicle, and the deceleration required until the inter-vehicle distance reaches the target inter-vehicle distance increases.

[0249] In other words, when another vehicle cuts in between vehicle 100 and the preceding vehicle, it is necessary to decelerate to the speed of the new preceding vehicle in a shorter time (distance), and speed planning that takes riding comfort into consideration, that is, speed planning that sets the deceleration within the allowable range, cannot be performed.

[0250] At this time, the microcomputer 510 switches from the speed plan that takes riding comfort into consideration to the speed plan that prioritizes safety. Although riding comfort is reduced, the inter-vehicle distance with the new preceding vehicle can be ensured.

[0251] However, in the above-mentioned embodiment, when there is a leading vehicle, the microcomputer 510 will use, in addition to the shape of the road and indicators related to the movement of the vehicle 100, a trajectory calculated using the leading vehicle driving information related to the driving position or driving history of the leading vehicle as the target trajectory of the vehicle 100, but is not limited to this structure.

[0252] Microcomputer 510 obtains a first driving path as the driving path of vehicle 100 based on the shape of the road and indicators related to the movement of vehicle 100, obtains a second driving path as the driving path of the preceding vehicle based on information related to the driving position or driving history of the preceding vehicle, and integrates the path components of the first driving path and the path components of the second driving path at a specified ratio based on the front information of vehicle 100, thereby being able to obtain the driving path of the vehicle.

[0253] That is, the microcomputer 510, after separately calculating two driving paths, namely a driving path that prioritizes riding comfort and a driving path that follows a preceding vehicle, integrates the two driving paths with a prescribed allocation based on front information such as the vehicle-to-vehicle distance, thereby being able to calculate a driving path for the vehicle that migrates between the driving path that prioritizes riding comfort and the driving path that follows a preceding vehicle.

[0254] Fig.19 The flowchart is a flowchart showing a main routine of processing in which the microcomputer 510 (trajectory generation processing unit 530 ) combines two travel routes (trajectories) to generate a host vehicle travel route (target trajectory).

[0255] In steps S801-804, the microcomputer 510 implements Figure 4 The same processing is performed as in step S701 to step S704 of the flowchart.

[0256] That is, in step S801 , the microcomputer 510 measures the surrounding environment using the camera 340 or the like, and acquires lane information, obstacle information, center line information, and the like.

[0257] In step S802 , the microcomputer 510 acquires map information including information on road curvature, center line, and the like from a high-precision map, car navigation information, and the like.

[0258] In step S803 , the microcomputer 510 measures the position of the preceding vehicle using the camera 340 or the like, and acquires information such as the position and yaw angle of the preceding vehicle, and the relative speed and relative yaw rate of the preceding vehicle with respect to the vehicle 100 .

[0259] Furthermore, in step S804 , the microcomputer 510 estimates the state of the preceding vehicle including the estimation of the meandering tendency of the preceding vehicle and the estimation of the lane departure tendency of the preceding vehicle.

[0260] Next, in step S805 , the microcomputer 510 obtains a first trajectory as a first driving path as the driving path of the vehicle 100 based on the shape of the road and an index related to the movement of the vehicle 100 .

[0261] Specifically, microcomputer 510 obtains a first trajectory as a trajectory that minimizes the acceleration or jerk of vehicle 100 within the drivable area based on the shape of the road and obstacle information.

[0262] That is, when obtaining the first trajectory, the microcomputer 510 does not consider the preceding vehicle information, which is information on the travel position or travel history of the preceding vehicle, and obtains the first trajectory as a trajectory that can achieve a good riding experience within the drivable area.

[0263] Furthermore, in step S806, the microcomputer 510 uses the measurement result of the preceding vehicle position to obtain a second trajectory as a second travel path as the travel path of the preceding vehicle.

[0264] Next, in step S807, the microcomputer 510 integrates the first track (first driving path) and the second track (second driving path), determines the integration ratio used when obtaining the final target track (own vehicle driving path), and more specifically, determines the usage ratio of the track component of the second track (path component of the second driving path) which is the track of the leading vehicle.

[0265] Here, the greater the usage ratio of the track component of the second track, in other words, the smaller the usage ratio of the track component of the first track, the closer the final target track is to the second track (the track of the preceding vehicle).

[0266] On the contrary, the smaller the usage ratio of the track component of the second track is, in other words, the larger the usage ratio of the track component of the first track is, the closer the final target track is to the first track.

[0267] That is, the final target track continuously shifts between the first track and the second track according to the setting of the use ratio.

[0268] The microcomputer 510 follows Figure 7 The flowchart described above determines the weight of the preceding vehicle information in the same manner as the characteristic of determining the weight of the preceding vehicle information, and determines the usage ratio of the track component of the second track as the track of the preceding vehicle (in other words, the path component of the second travel path as the travel path of the preceding vehicle).

[0269] That is, the microcomputer 510 increases the usage ratio of the track component of the second track as the inter-vehicle distance becomes smaller.

[0270] Furthermore, the microcomputer 510 increases the usage ratio of the track component of the second track as the relative vehicle speed (relative vehicle speed=preceding vehicle speed−host vehicle speed) decreases, in other words, as the host vehicle speed becomes faster than the preceding vehicle speed.

[0271] Furthermore, as the recognition accuracy of the road shape of the outside world recognition unit 300 decreases, the microcomputer 510 increases the usage ratio of the track component of the second track.

[0272] Furthermore, when the preceding vehicle complies with the prescribed zigzag running, the microcomputer 510 reduces the usage ratio of the track component of the second track compared to when the preceding vehicle does not comply with the zigzag running.

[0273] Furthermore, as the lane departure tendency of the preceding vehicle increases, in other words, as the possibility of the preceding vehicle departing from the lane increases, the microcomputer 510 decreases the usage ratio of the track component of the second track.

[0274] Furthermore, as the curvature of the road ahead of the vehicle 100 increases, in other words, as the curve ahead of the vehicle 100 becomes sharper, the microcomputer 510 reduces the usage ratio of the track component of the second track.

[0275] Then, the microcomputer 510 finally determines the usage ratio of the track component of the second track based on the plurality of usage ratios respectively obtained based on indicators such as the inter-vehicle distance and the relative vehicle speed.

[0276] Next, in step S808 , the microcomputer 510 allocates the track components of the first track and the track components of the second track based on the usage ratio of the track components of the second track, thereby obtaining a target track for transition between the first track and the second track.

[0277] The integration of the first trajectory and the second trajectory is performed, for example, by setting the inner dividing point of the straight line connecting the trajectory point of the first trajectory and the trajectory point of the second trajectory as the trajectory point of the final target trajectory.

[0278] In this case, the integration ratio is set to determine the inner dividing point, the ratio of the distance from the track point of the first track to the inner dividing point to the distance from the inner dividing point to the track point of the second track, and the usage ratio of the track component of the second track is set to the ratio of the distance from the inner dividing point to the track point of the second track relative to the interval between the track point of the first track and the track point of the second track.

[0279] Fig. 20 The following describes the difference in the target trajectory (in other words, the vehicle travel path) caused by the difference in the inter-vehicle distance when setting the usage ratio of the trajectory component of the second trajectory (path component of the second travel path) as the trajectory of the preceding vehicle based on the inter-vehicle distance.

[0280] Fig. 20 The left end of is a state where the inter-vehicle distance is large enough and the presence of the preceding vehicle can be roughly ignored, and therefore indicates a state where the usage ratio of the track component of the second track is set to substantially zero and the first track is substantially directly adopted as the target track.

[0281] In this case, the first trajectory planned so as to minimize the lateral acceleration or lateral jerk when the vehicle 100 turns is adopted as the final target trajectory almost as it is.

[0282] Therefore, the turning curvature of the target track is smaller than the turning curvature of the second track, which is the track of the preceding vehicle, and a good riding feeling is achieved in the vehicle 100 .

[0283] also, Fig. 20 The center indicates a state in which the usage ratio of the track component of the second track increases as the inter-vehicle distance decreases to a medium distance, and a track between the first track and the second track is set as the target track.

[0284] In this case, the target trajectory is closer to the second trajectory of the preceding vehicle than the first trajectory that provides the best riding comfort. Therefore, the discomfort and uneasiness caused by the trajectory of the vehicle 100 deviating from the trajectory of the preceding vehicle can be reduced, and the riding comfort can be maintained.

[0285] also, Fig. 20 The right end of indicates a state where the inter-vehicle distance is at the shortest level and the target track is fairly close to the second track, which is the track of the preceding vehicle.

[0286] In this case, since the distance between vehicles is short, the deviation between the track of vehicle 100 and the track of the preceding vehicle is likely to cause a sense of discomfort and uneasiness. Therefore, by making the target track of vehicle 100 quite close to the second track which is the track of the preceding vehicle, the sense of discomfort and uneasiness can be fully suppressed. In addition, the riding feeling can be improved compared with the case where vehicle 100 tracks the track of the preceding vehicle.

[0287] That is, the microcomputer 510 integrates the first track that can achieve a good riding experience and the second track that serves as the track of the leading vehicle at a usage ratio based on front information such as the inter-vehicle distance, calculates the target track of the vehicle 100, and continuously migrates the target track between the first track and the second track based on front information such as the inter-vehicle distance and the relative vehicle speed.

[0288] For example, when the usage ratio of the track component of the second track is set based on the inter-vehicle distance, the host vehicle travel path continuously shifts from the first travel path to the second travel path as the inter-vehicle distance decreases.

[0289] Therefore, it is possible to achieve both a comfortable ride feeling of the vehicle 100 and a natural followability to the preceding vehicle.

[0290] The concepts of the respective technologies described in the above embodiments can be used in combination as appropriate unless there is any contradiction.

[0291] Furthermore, although the contents of the present invention have been specifically described with reference to the preferred embodiments, it is obvious that those skilled in the art can adopt various modified forms based on the basic technical ideas and teachings of the present invention.

[0292] For example, microcomputer 510 can be configured so that the driver of vehicle 100 can arbitrarily change the characteristics of setting the weight of the item considering the travel of the preceding vehicle based on the inter-vehicle distance, relative vehicle speed, etc., and the usage ratio of the track component of the second track (path component of the second travel path).

[0293] In this case, it is possible to configure the microcomputer 510 to store a plurality of predetermined Figure 8-Figure 11 The driver of vehicle 100 switches the map to be referred to by microcomputer 510 by specifying a mode emphasizing riding comfort or a mode emphasizing following performance of a preceding vehicle.

[0294] Furthermore, when the vehicle 100 is a truck, the microcomputer 510 can obtain information such as the presence or absence of cargo loading and the loading weight, and change the weight of the item considering the travel of the preceding vehicle and the usage ratio of the route component of the second travel route.

[0295] Specifically, the microcomputer 510 reduces the weight of the item that takes the travel of the preceding vehicle into consideration and the usage ratio of the path components of the second travel path when there is cargo loaded compared to when there is no cargo loaded. In addition, when the load weight is heavy, the microcomputer 510 reduces the weight of the item that takes the travel of the preceding vehicle into consideration and the usage ratio of the path components of the second travel path compared to when the load weight is light.

[0296] This can suppress the collapse of cargo and ensure the running stability of the truck.

[0297] In addition, when vehicle 100 is a public bus such as a bus, a passenger car such as a taxi, etc., the microcomputer 510 can obtain information on whether it is in a return state or whether there are passengers on board, and change the weight of the item taking into account the travel of the preceding vehicle and the usage ratio of the path component of the second travel path.

[0298] That is, when vehicle 100 is not in a return state but has or may have passengers on board, microcomputer 510 makes the weight of the item taking into account the travel of the preceding vehicle and the usage ratio of the path component of the second travel path smaller than when it is in a return state or when there are no passengers on board.

[0299] Description of Reference Numerals

[0300] 100…vehicle; 200…vehicle control system; 300…external recognition unit; 400…vehicle motion detection unit; 500…vehicle control device; 510…microcomputer (control unit, control unit (unit)); 520…surrounding condition recognition unit; 530…track generation processing unit; 540…vehicle control unit; 600…vehicle actuator unit.

Claims

1. A vehicle control device comprising a control unit that outputs a result calculated based on input information, wherein: The control unit Get the front information of the vehicle; as well as When the vehicle travel path of the host vehicle is determined based on the shape of the road on which the host vehicle is traveling and an index related to the movement of the host vehicle in the front information, When there is a preceding vehicle traveling ahead of the host vehicle, the host vehicle travel path is obtained using information on the travel position or travel history of the preceding vehicle in the preceding information.

2. The vehicle control device according to claim 1, wherein: When there is a preceding vehicle traveling ahead of the host vehicle, the control unit calculates the host vehicle's travel path by adding information related to the travel position or travel history of the preceding vehicle to the road shape and the index related to the movement of the host vehicle as a calculation condition.

3. The vehicle control device according to claim 2, wherein: The control unit increases the weight of information related to the travel position or travel history of the preceding vehicle as the distance between the host vehicle and the preceding vehicle decreases, thereby obtaining the host vehicle travel path.

4. The vehicle control device according to claim 2, wherein: The control unit increases the weight of information related to the travel position or travel history of the preceding vehicle to obtain the travel path of the preceding vehicle as the relative vehicle speed obtained by subtracting the vehicle speed of the preceding vehicle from the vehicle speed of the preceding vehicle decreases.

5. The vehicle control device according to claim 2, wherein: The control unit increases the weight of the information related to the travel position or travel history of the preceding vehicle to obtain the own vehicle travel path as the recognition accuracy of the road shape decreases.

6. The vehicle control device according to claim 2, wherein: When the preceding vehicle complies with the prescribed meandering behavior, the control unit reduces the weight of the information related to the traveling position or traveling history of the preceding vehicle, compared with when the preceding vehicle does not comply with the prescribed meandering behavior, and obtains the own vehicle traveling path.

7. The vehicle control device according to claim 2, wherein: The control unit reduces the weight of information related to the travel position or travel history of the preceding vehicle and obtains the own vehicle travel path as the lane departure tendency of the preceding vehicle increases.

8. The vehicle control device according to claim 2, wherein: The control unit reduces the weight of the information related to the travel position or travel history of the preceding vehicle as the curvature of the road ahead of the host vehicle increases, thereby obtaining the host vehicle travel path.

9. The vehicle control device according to claim 1, wherein: The control unit determining a first driving path as a driving path of the host vehicle based on the road shape and an index related to the movement of the host vehicle; determining a second driving path as a driving path of the preceding vehicle based on information related to a driving position or a driving history of the preceding vehicle; as well as The host vehicle driving path is obtained by integrating the path component of the first driving path and the path component of the second driving path at a predetermined ratio based on the front information.

10. The vehicle control device according to claim 9, wherein: The control unit increases the usage rate of the path component of the second travel path as the distance between the host vehicle and the preceding vehicle decreases, thereby obtaining the host vehicle travel path.

11. The vehicle control device according to claim 9, wherein: The control unit increases the usage ratio of the route component of the second driving route to obtain the host vehicle driving route as the relative vehicle speed obtained by subtracting the vehicle speed of the host vehicle from the vehicle speed of the preceding vehicle decreases.

12. The vehicle control device according to claim 9, wherein: The control unit increases the usage ratio of the path component of the second driving path as the recognition accuracy of the road shape decreases, and obtains the host vehicle driving path.

13. The vehicle control device according to claim 9, wherein: When the preceding vehicle complies with the prescribed meandering behavior, the control unit determines the own vehicle traveling path by reducing the usage ratio of the path component of the second traveling path as compared to when the preceding vehicle does not comply with the prescribed meandering behavior.

14. The vehicle control device according to claim 9, wherein: The control unit reduces the usage ratio of the path component of the second driving path to obtain the host vehicle driving path as the lane departure tendency of the leading vehicle increases.

15. The vehicle control device according to claim 9, wherein: The control unit obtains the host vehicle driving path by reducing the usage ratio of the path component of the second driving path as the curvature of the road ahead of the host vehicle increases.

16. The vehicle control device according to claim 1, wherein: The index related to the movement of the host vehicle is a physical quantity related to the acceleration of the host vehicle.

17. The vehicle control device according to claim 1, wherein: The control unit migrates the vehicle's driving path between a first driving path and a second driving path based on the front information, wherein the first driving path is the vehicle's driving path based on the shape of the road on which the vehicle is traveling and indicators related to the movement of the vehicle, and the second driving path is the leading vehicle's driving path based on information related to the driving position or driving history of the leading vehicle.

18. The vehicle control device according to claim 17, wherein: The control unit moves the host vehicle travel path closer to the second travel path from the first travel path as the distance between the host vehicle and the preceding vehicle decreases.

19. The vehicle control device according to claim 17, wherein: The control unit moves the host vehicle travel path from the first travel path toward the second travel path as a relative vehicle speed obtained by subtracting the vehicle speed of the host vehicle from the vehicle speed of the preceding vehicle becomes smaller.

20. A vehicle control method, which is a vehicle control method executed by a control unit mounted on the vehicle, wherein: The control unit Acquiring the front information of the vehicle; as well as When the vehicle travel path of the host vehicle is determined based on the shape of the road on which the host vehicle is traveling and an index related to the movement of the host vehicle in the front information, When there is a preceding vehicle traveling ahead of the host vehicle, the host vehicle travel path is obtained using information on the travel position or travel history of the preceding vehicle in the preceding information.

21. A vehicle control system comprising: A front information acquisition unit, which acquires the front information of the vehicle; A control unit outputs a result calculated based on the input information, wherein the control unit When the vehicle travels along the path of the vehicle based on the shape of the road along which the vehicle travels and the index related to the movement of the vehicle in the front information, If there is a preceding vehicle traveling ahead of the host vehicle, using information related to a traveling position or a traveling history of the preceding vehicle in the preceding information to determine a traveling path of the host vehicle; and The vehicle actuator unit drives the host vehicle by a control command for driving the host vehicle based on the host vehicle driving path.

Images