Vehicle travel control device
Patent Information
- Application Number
- JP2023108362
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2023-06-30
- Publication Date
- 2025-01-17
Smart Images
Figure 2025007154000001_ABST
Abstract
Description
[Technical field]
[0001] The present invention relates to a driving control device for a vehicle capable of performing autonomous driving. [Background technology]
[0002] Vehicles that can run autonomously under the control of an automatic driving device are being developed. In vehicles that run autonomously equivalent to SAE (Society of Automotive Engineers) levels 3 to 5, the automatic driving device takes the lead in controlling the vehicle according to the level of autonomous driving. Therefore, even when driving on curved sections, the driver basically does not need to perform any driving operations. When driving on curved sections using automatic driving, there are cases where the vehicle's speed is controlled so that it runs at the same speed as on a straight road, and cases where the speed is controlled so that it runs on curved sections at a different speed than on a straight road.
[0003] As an example of speed control for an autonomous vehicle on a curved section, Patent Document 1 discloses a vehicle control device that sets a target vehicle speed for turning on a curved road and sets a target acceleration for achieving the target vehicle speed, taking into consideration the distance to the vehicle ahead and the turning radius of the curved road, etc. The device in Patent Document 1 suppresses car sickness in occupants by turning at a nearly constant acceleration from the start to the end of the turning. [Prior art documents] [Patent documents]
[0004] [Patent Document 1] JP 2020-066383 A Summary of the Invention [Problem to be solved by the invention]
[0005] As described above, in a vehicle that performs autonomous driving equivalent to levels 3 to 5, the vehicle's automatic driving device mainly controls the vehicle, so the driver does not need to drive the vehicle during autonomous driving, and even if the driver sits in the driver's seat, he or she is riding as a passenger, not a driver. Passengers riding in the vehicle during autonomous driving tend to feel uncomfortable or anxious if the behavior of the vehicle during autonomous driving differs from the behavior when the driver is driving the vehicle. In particular, when the vehicle is traveling on a curved section, passengers are likely to feel anxious about whether the automatic driving device is controlling the vehicle appropriately, and this anxiety may be amplified by the surrounding environment of the curved section.
[0006] The present invention has been made in consideration of the above-described situation, and its purpose is to provide a vehicle driving control device that can reduce the anxiety of passengers when driving through curved sections while autonomously driving. [Means for solving the problem]
[0007] According to one aspect of the present invention, a driving control device for a vehicle capable of autonomous driving includes an environmental state acquisition unit that acquires information regarding a vehicle state and a surrounding environment of the vehicle, a route generation unit that generates a driving route during autonomous driving based on the information acquired by the environmental state acquisition unit, a curve detection unit that detects curve sections present on the driving route based on the information acquired by the environmental state acquisition unit, a target speed calculation unit that calculates a target speed when the vehicle is autonomously driving according to the driving route generated by the route generation unit, and a target speed calculation unit that calculates a target speed along the driving route at the target speed. and a vehicle control unit that controls the speed of the vehicle so that the vehicle travels along the driving route in an autonomous driving manner. The target speed calculation unit calculates a first vehicle speed as the target speed so that the lateral acceleration of the vehicle is equal to or less than a predetermined value when the vehicle travels autonomously along the driving route. When a curve section is present on the driving route, the target speed calculation unit sets the target speed in an inner curve section where the vehicle's driving lane is on the inside of the curve to a second vehicle speed that is smaller than the first vehicle speed, and sets the target speed in an outer curve section where the vehicle's driving lane is on the outside of the curve to a third vehicle speed that is smaller than the second vehicle speed. Effect of the Invention
[0008] The vehicle driving control device according to the present invention can reduce the sense of anxiety felt by passengers when the vehicle is traveling through curved sections while being driven autonomously. [Brief description of the drawings]
[0009] [Figure 1] FIG. 1 is a block diagram showing a schematic configuration of a vehicle cruise control device according to a first embodiment of the present invention. [Diagram 2] 2(a) and (b) are diagrams showing schematic diagrams of curved sections. [Diagram 3] FIG. 3 is a flowchart illustrating the flow of speed control in the first embodiment. [Figure 4] FIG. 4 is a block diagram showing a schematic configuration of a vehicle cruise control device according to the second embodiment of the present invention. [Diagram 5]5(a) and (b) are diagrams that show a schematic diagram of a curved section where a guardrail is present. [Figure 6] FIG. 6 is a flowchart illustrating the flow of speed control in the second embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0010] -First embodiment- Hereinafter, a vehicle driving control device according to a first embodiment of the present invention will be described in detail with reference to the drawings. The vehicle driving control device according to this embodiment is configured to recognize the vehicle's position and the surrounding environment of the vehicle using external sensors such as a radar and a camera, and to control the vehicle speed and steering to perform automatic driving.
[0011] Fig. 1 is a block diagram showing a schematic configuration of a vehicle cruise control device in the first embodiment, and Fig. 2(a) and (b) are diagrams showing a curve section on which the vehicle travels. The cruise control device 10 of the vehicle 1 includes an external sensor 21 that detects the environment around the vehicle, an internal sensor 22 that detects the vehicle state including the motion state, a positioning device 23 such as a Global Navigation Satellite System (GNSS), a map information database 24, an automatic driving controller 30, and a traveling module 50. In this embodiment, automatic driving of the vehicle 1 on a general road is assumed, but this embodiment can also be applied to roads other than general roads such as expressways.
[0012] The external environment sensor 21 is composed of a plurality of detection means for detecting the dividing lines on the road that define the lane in which the vehicle 1 is traveling and adjacent lanes, and the presence and relative distances of obstacles such as other vehicles and objects around the vehicle 1 as external environment data such as image data or point cloud data.
[0013] The external sensor 21 includes, for example, a plurality of cameras that capture images of the front and rear areas of the vehicle 1 using image sensors, a millimeter wave radar that transmits radio waves to the front area of the vehicle 1 to detect obstacles, and a LiDAR that irradiates the front and rear areas of the vehicle with laser light to measure the distance and direction to an obstacle. Note that the external sensor 21 is not limited to the above-mentioned detection means, and may be configured to cover 360 degrees around the vehicle 1 and detect the positions and distances of obstacles, etc. within a predetermined range in the front, rear, left and right directions of the vehicle 1, and the positions of the dividing lines of the vehicle's own lane and adjacent lanes.
[0014] The internal sensor 22 is composed of a plurality of detection means for measuring physical quantities representing the motion state of the vehicle 1. The internal sensor 22 includes, for example, a vehicle speed sensor for detecting the speed of the vehicle 1, a lateral acceleration sensor for detecting the acceleration in the vehicle width direction of the vehicle 1, i.e., the lateral acceleration, a yaw rate sensor for detecting the yaw rate of the vehicle 1, an acceleration sensor for detecting the acceleration in the longitudinal direction of the vehicle 1, and the like.
[0015] The external sensor 21 and the internal sensor 22 are configured to start operating simultaneously when the vehicle 1 is started, and to constantly detect the surrounding environment and vehicle state of the vehicle 1 and transmit the information to the automatic driving controller 30.
[0016] The positioning device 23 is configured to receive radio waves from GNSS satellites and acquire current position information such as the latitude and longitude of the vehicle 1. The map information database 24 is a storage device that stores map information such as a three-dimensional high-precision map. The map information database 24 stores, in association with the position information of the road, information on the speed limit set by the road type or road signs, information on the shape of the road such as the curvature, gradient, and number of lanes, information on obstacles such as guardrails and side walls along the road, and information on steeply inclined areas around the road such as cliff-like slopes. The current position information acquired by the positioning device 23 and the map information in the map information database 24 are input to the automatic driving controller 30.
[0017] The autonomous driving controller 30 is configured, for example, by a computer including a ROM that stores programs and data, a CPU that performs arithmetic processing, a RAM that stores dynamic data and arithmetic processing results, an input / output interface, etc. The autonomous driving controller 30 is configured to execute the functions of an environmental state acquisition unit 31, a route generation unit 32, a curve detection unit 33, a target speed calculation unit 34, and a vehicle control unit 35, and to control the entire driving control device 10 of the vehicle 1.
[0018] The environmental state acquisition unit 31 is configured to acquire information on the vehicle state and the surrounding environment of the vehicle 1. For example, the environmental state acquisition unit 31 estimates the absolute position of the vehicle 1 (the vehicle's own position) by matching the position information of the vehicle 1 input from the positioning device 23 with the map information input from the map information database 24. The environmental state acquisition unit 31 estimates the positions of the dividing lines between the own lane and adjacent lanes, the positions and speeds of other vehicles, and the like, based on external data such as image data and point cloud data input from the external sensor 21.
[0019] Furthermore, the environmental state acquisition unit 31 acquires the vehicle state including the motion state of the vehicle 1 based on the internal data input from the internal sensor 22. Note that the environmental state acquisition unit 31 can be configured to determine the relative position of the vehicle 1 with respect to the dividing line between the adjacent lane based on the external data input from the external sensor 21, instead of estimating the absolute position of the vehicle 1 by matching the position information of the vehicle 1 with map information. Furthermore, information on obstacles such as guardrails and side walls existing along the road may be acquired by the environmental state acquisition unit 31 based on the external data input from the external sensor 21 instead of or in addition to storing it in the map information database 24.
[0020] The route generation unit 32 is configured to generate a driving route during autonomous driving based on the information acquired by the environmental state acquisition unit 31. Specifically, the route generation unit 32 generates a driving route for the vehicle 1 to travel from the vehicle position of the vehicle 1 estimated by the environmental state acquisition unit 31 to a destination of autonomous driving.
[0021] The curve detection unit 33 detects curve sections that exist on the driving route generated by the route generation unit 32. For example, the curve detection unit 33 detects whether or not a curve section exists on the driving route based on information on the road shape input from the map information database 24. The curve sections will be described later.
[0022] The target speed calculation unit 34 is configured to calculate a target speed when the vehicle 1 travels in an autonomous driving manner according to the travel route generated by the route generation unit 32. For example, the target speed calculation unit 34 calculates the target speed so that the vehicle speed is equal to or less than the speed limit of the road and based on the set speed during autonomous driving selected by the user. Specifically, the target speed calculation unit 34 calculates the target speed so that the lateral acceleration of the vehicle 1 traveling in accordance with the travel route is equal to or less than a predetermined value G1, which is equal to or less than the speed limit of the road and the speed set by the user. In addition, the target steering angle when the vehicle 1 travels in an autonomous driving manner according to the travel route generated by the route generation unit 32 is also calculated.
[0023] Here, the predetermined value G1 of the lateral acceleration is set to a value that prevents the vehicle 1 from skidding when traveling on a curved section. The lateral acceleration A when the vehicle 1 travels at a constant vehicle speed V and a constant steering angle without skidding is expressed as A=V based on the radius of curvature R of the travel route and the vehicle speed V. 2 Based on the radius of curvature R of the travel route acquired from the road information in the map information database 24, the target speed calculation unit 34 calculates the vehicle speed V at which the lateral acceleration is equal to or smaller than a predetermined value G1 (for example, G1=0.3 G) as the basic target speed V1 of the vehicle 1 traveling along the travel route.
[0024] The vehicle control unit 35 transmits a drive command to the traveling module 50 so that the vehicle 1 travels at the target speed and target steering angle calculated by the target speed calculation unit 34 according to the travel route generated by the route generation unit 32, and controls the longitudinal and lateral movements of the vehicle 1. For example, the vehicle control unit 35 calculates the yaw rate γ and lateral acceleration (d 2 y / dt 2 ) the speed, attitude, and lateral displacement of the vehicle 1 after Δt seconds are estimated from the relationship. The vehicle control unit 35 transmits to the traveling module 50 a steering angle command such that the lateral displacement after Δt seconds becomes yt, and a speed command such that the speed becomes Vt after Δt seconds.
[0025] The traveling module 50 includes a traveling actuator, a controller for controlling the traveling actuator, and the like. The traveling actuator includes a steering mechanism 51, a brake 52, and an engine 53. The traveling module 50 controls the driving of the steering mechanism 51, the brake 52, and the engine 53 based on a driving command from the vehicle control unit 35 so that the vehicle 1 travels along the traveling route at a target speed and a target steering angle. The traveling module 50 may be configured to include a traveling motor instead of or in addition to the engine 53. In this case, the vehicle 1 functions as an electric vehicle or a hybrid vehicle.
[0026] When a deceleration command is input from the vehicle control unit 35, the traveling module 50 controls the vehicle speed by controlling the braking force of the brake 52. When an acceleration / deceleration command is input from the vehicle control unit 35, the traveling module 50 controls the vehicle speed by controlling the driving force of the engine 53. In addition, when a steering command is input from the vehicle control unit 35, the traveling module 50 controls the steering mechanism 51 to perform steering control.
[0027] When there is no preceding vehicle, the automatic driving controller 30 controls the vehicle 1 to travel at a constant speed at the above-mentioned target speed. When the preceding vehicle speed is equal to or lower than the target speed and the vehicle 1 catches up with the preceding vehicle, the automatic driving controller 30 controls the vehicle 1 to travel following the preceding vehicle while maintaining a vehicle distance according to a set time gap (inter-vehicle time = vehicle distance / own vehicle speed) in accordance with the preceding vehicle speed. When the preceding vehicle speed is faster than the speed of the vehicle 1 or when the preceding vehicle has disappeared in front of the vehicle 1, the automatic driving controller 30 is configured to accelerate to the target speed at a set acceleration.
[0028] Furthermore, the automatic driving controller 30 detects lane markings and the vehicle's own position using the environmental state acquisition unit 31 based on image data acquired by the external sensor 21, for example, and performs steering control of the vehicle 1 so that the vehicle can travel in the center of the lane. The automatic driving controller 30 can estimate the vehicle's own position (self-position) by various methods and perform steering control so as to follow the travel route. As a method of self-position estimation for route tracking, in addition to white line-based self-position estimation based on lane markings (white lines) detected from image data, self-position estimation by matching point cloud data input from the external sensor 21 with a high-precision map of point clouds or a high-precision map of vector maps obtained from the map information database 24, or self-position estimation using GNSS can also be performed.
[0029] In this way, the automatic driving controller 30 performs automatic driving of the vehicle 1 by combining longitudinal control (speed control, vehicle distance control) and lateral control (steering control, lane keeping control).
[0030] Here, in a vehicle that performs automatic driving equivalent to SAE levels 3 to 5, the automatic driving device of the vehicle, i.e., the automatic driving controller 30, mainly controls the vehicle, so the driver basically does not need to drive the vehicle during automatic driving. Therefore, even if the driver sits in the driver's seat, he or she is riding as a passenger. If the behavior of the vehicle during automatic driving is different from the behavior when the driver operates the vehicle, the passengers who are riding in the vehicle tend to feel uncomfortable or anxious. In particular, when the vehicle runs through a curved section, the passengers are likely to feel anxious about whether the automatic driving device is controlling the vehicle appropriately, and this anxiety may increase depending on the surrounding environment of the curved section.
[0031] As an example, consider a curve section where traffic keeps to the left. Figures 2(a) and (b) show a schematic diagram of a right curve section and a left curve section, respectively. The right curve section CA shown in Figure 2(a) can be defined as the section from point C1 to point C2 where the road curves to the right and the curvature of the road is equal to or greater than a predetermined value. The left curve section CB shown in Figure 2(b) can be defined as the section from point C1 to point C2 where the road curves to the left and the curvature of the road is equal to or greater than a predetermined value. Point C1 is the start position of the curve section, and point C2 is the end position of the curve section.
[0032] Alternatively, the curve section may be defined based on the lateral acceleration acting on the vehicle 1. In this case, for example, when the vehicle 1 travels at a speed set by the user that is equal to or lower than the speed limit of the road, a section in which lateral acceleration exceeding a preset value occurs can be defined as the curve section. Here, the preset value of lateral acceleration for defining the curve section may be, for example, the same value as the above-mentioned predetermined value G1 of lateral acceleration, or may be a different value.
[0033] In the following description, the right curve section CA in the left-hand traffic zone shown in Fig. 2(a) may be referred to as an outside curve section where the left lane in which vehicle 1 is traveling is the outside of the curve, and the left curve section CB in the left-hand traffic zone shown in Fig. 2(b) may be referred to as an inside curve section where the left lane in which vehicle 1 is traveling is the inside of the curve. Note that in the right-hand traffic zone, the right curve section corresponds to an inside curve section where the lane in which vehicle 1 is traveling is the inside of the curve, and the left curve section corresponds to an outside curve section where the lane in which vehicle 1 is traveling is the outside of the curve. Information such as the position (location) of the curve section, curvature, curve start position C1, and curve end position C2 is stored in the map information database 24 as road information.
[0034] When traveling through a curved section, a centrifugal force toward the outside of the road, i.e., lateral acceleration, acts on the vehicle. When vehicle 1 travels in the driving lane on the outside of the curve (left lane) as in the right curve section CA shown in Fig. 2(a), since the left lane is the lane closest to the outside of the road, passengers may feel uneasy as if vehicle 1 is being pushed outward by centrifugal force, or as if the outside of the road is approaching vehicle 1. Since the driving lane is on the outside of the curve in the right curve section CA shown in Fig. 2(a), passengers are more likely to feel uneasy in the right curve section CA than when traveling through the left curve section CB shown in Fig. 2(b), even if they are traveling at a speed that generates the same lateral acceleration.
[0035] Therefore, in this embodiment, the speed control of the vehicle 1 is adjusted so as to suppress the sense of anxiety of the passengers when the vehicle 1 travels through a curved section while traveling autonomously. Specifically, the target speed when the vehicle 1 travels through a curved section while traveling autonomously is set to be lower than the basic target speed V1 described above. Furthermore, the target speed in a right curve section (outer curve section) CA, where the vehicle 1's travel lane is on the outside of the curve, is set to be lower than the target speed in a left curve section (inner curve section) CB, where the vehicle 1's travel lane is on the inside of the curve.
[0036] As described above, the basic target speed V1 is a vehicle speed calculated based on the curvature radius R of the travel route so that the lateral acceleration is equal to or less than the predetermined value G1. For the curve section on the travel route, the target speed V1 is set so that the lateral acceleration is equal to or less than the predetermined value G1 according to the curvature radius R. The target speed calculation unit 34 calculates the target speed V2 in the left curve section CB and the target speed V3 in the right curve section CA, for example, by multiplying the basic target speed V1 by a first speed adjustment gain K1 and a second speed adjustment gain K2 that are set in advance, respectively. That is, the target speed V2 in the left curve section CB can be expressed as V2=K1×V1, and the target speed V3 in the right curve section CA as V2=K2×V1. Here, the first speed adjustment gain K1 and the second speed adjustment gain K2 are set to appropriate values in advance so as to satisfy the relationship 1>K1>K2. The target speeds V1, V2, and V3 in the curve sections with the same curvature satisfy the relationship V1>V2>V3.
[0037] Alternatively, the target speed calculation unit 34 may calculate the target speed in the curve section so that the lateral acceleration when the vehicle 1 travels through the curve section by automatic driving is smaller than the predetermined value G1 of the lateral acceleration when calculating the basic target speed V1 described above. For example, the target speed calculation unit 34 sets the limit values G2, G3 of the lateral acceleration smaller than the predetermined value G1 of the lateral acceleration for calculating the basic target speed V1. When the vehicle 1 travels through the left curve section CB, the target speed calculation unit 34 calculates the target speed V2 so that the lateral acceleration of the vehicle 1 is equal to or smaller than the first limit value G2 smaller than the predetermined value G1, and when the vehicle 1 travels through the right curve section CA, the target speed calculation unit 34 calculates the target speed V3 so that the lateral acceleration of the vehicle 1 is equal to or smaller than the second limit value G3 smaller than the first limit value G2. Here, the first limit value G2 and the second limit value G3 are set to appropriate values in advance so as to satisfy the relationship G1>G2>G3. As a result, the target speeds V1, V2, and V3 in curve sections with the same curvature satisfy the relationship V1>V2>V3.
[0038] In this embodiment, the deceleration start position when entering the outer curve section CA is different from the deceleration start position when entering the inner curve section CB. The basic deceleration start position for decelerating to the target speed of the curve section is set to a point C3 a predetermined distance L1 before the curve start position C1 of the curve section, as shown in Figs. 2(a) and 2(b), for example. If the curvatures of the outer curve section CA and the inner curve section CB are the same, the target speed V3 for the outer curve section CA is smaller than the target speed V2 for the inner curve section CB. Therefore, if the distances from the curve start position C1 to the deceleration start position C3 of the outer curve section CA and the inner curve section CB are the same, the deceleration until the curve start position C1 of the outer curve section CA is reached is larger than the deceleration until the curve start position C1 of the inner curve section CB is reached, resulting in sudden braking.
[0039] Therefore, in this embodiment, the deceleration start position when entering the outside curve section CA is changed to a point C4 before the point C3. The distance L2 from the curve start position C1 to the deceleration start position C4 in the outside curve section CA is longer than the distance L1 from the curve start position C1 to the deceleration start position C3 in the inside curve section CB, which has the same curvature. This makes it possible to make the deceleration when entering the outside curve section CA and the deceleration when entering the inside curve section CB approximately the same. In other words, the distance L2 from the curve start position C1 to the deceleration start position C4 in the outside curve section CA is set to a distance that allows deceleration to the target speed V3 at a deceleration approximately the same as the deceleration required to decelerate to the target speed V2 from the deceleration start position C3 to the curve start position C1 in the inside curve section CB.
[0040] The flow of speed control by the cruise control device 10 of the vehicle 1 in this embodiment will be described in detail below with reference to the flowchart in Fig. 3. When an instruction to start autonomous driving of the vehicle 1 is given by operating a switch (not shown) or the like, the autonomous driving controller 30 starts the speed control process shown in Fig. 3.
[0041] First, in step S101, the environmental state acquisition unit 31 acquires information about the surrounding environment of the vehicle 1 and information about the vehicle state from the external sensor 21 and the internal sensor 22. In addition, the environmental state acquisition unit 31 acquires position information of the vehicle 1 from the positioning device 23, and acquires map information from the map information database 24.
[0042] In step S102, the route generation unit 32 generates a driving route for the vehicle 1 to drive autonomously from the vehicle position of the vehicle 1 to the destination, based on the information acquired in step S101.
[0043] In step S103, the target speed calculation unit 34 calculates a target speed V1 for the vehicle 1 to travel in an autonomous driving manner along the travel route generated in step S102. The target speed V1 is a vehicle speed calculated based on the curvature radius R of the travel route acquired from the road information in the map information database 24 so that the lateral acceleration is equal to or less than a predetermined value G1, and is a basic target speed that serves as a reference in autonomous driving.
[0044] In step S104, the curve detection unit 33 detects whether or not a curve section exists on the driving route generated in step S102, for example, based on road information acquired from the map information database 24. The curve detection unit 33 also acquires information on the location, curvature, start position C1, and end position C2 of the curve section. If the curve detection unit 33 detects a curve section existing on the driving route, the process proceeds to step S105, and if no curve section is detected, the process proceeds to step S109.
[0045] In step S105, the curve detection unit 33 judges whether the detected curve section is an inside curve section (left curve section) CB or an outside curve section (right curve section) CA. If the curve section is an inside curve section where the lane of the vehicle 1 is on the inside of the curve, that is, a left curve section CB in left-hand traffic, the process proceeds to step S106. On the other hand, if the curve section is an outside curve section where the lane of the vehicle 1 is on the outside of the curve, that is, a right curve section CA in left-hand traffic, the process proceeds to step S107.
[0046] In step S106, the target speed calculation unit 34 calculates a target speed V2 for the left curve section CB. On the other hand, in step S107, the target speed calculation unit 34 calculates a target speed V3 for the right curve section CA. The target speed V2 for the left curve section CB and the target speed V3 for the right curve section CA are smaller than the basic target speed V1, and the target speed V3 for the right curve section CA is smaller than the target speed V2 for the left curve section CB. Therefore, when the curvature of the curve sections is the same, the basic target speed V1, the target speed V3 for the right curve section CA, and the target speed V2 for the left curve section CB satisfy the relationship V1>V2>V3.
[0047] In step S108, the vehicle control unit 35 changes the deceleration start position when entering the right curve section CA to a point C4 before the point C3. As a result, the distance L2 from the curve start position C1 to the deceleration start position C4 in the right curve section CA becomes longer than the distance L1 from the curve start position C1 to the deceleration start position C3 in the left curve section CB.
[0048] In step S109, the vehicle control unit 35 sends a drive command to the driving module 50 so as to start deceleration from the deceleration start position C3 or C4 and drive along the driving route at the calculated target speed V1, V2 or V3, thereby performing driving control of the vehicle 1.
[0049] The cruise control device 10 for the vehicle 1 according to the first embodiment described above can achieve the following advantageous effects.
[0050] (1) A driving control device 10 of a vehicle 1 capable of performing autonomous driving includes an environmental state acquisition unit 31 that acquires information about the vehicle state and the surrounding environment of the vehicle 1, a route generation unit 32 that generates a driving route during autonomous driving based on the information acquired by the environmental state acquisition unit 31, a curve detection unit 33 that detects a curve section present on the driving route based on the information acquired by the environmental state acquisition unit 31, a target speed calculation unit 34 that calculates a target speed when the vehicle 1 travels autonomously according to the driving route generated by the route generation unit 32, and a vehicle control unit 35 that controls the speed of the vehicle 1 so that the vehicle travels along the driving route at the target speed. The target speed calculation unit 34 calculates a target speed (first vehicle speed) V1 as the target speed so that the lateral acceleration of the vehicle is equal to or less than a predetermined value G1 when the vehicle 1 travels autonomously according to the driving route. When a curve section is present in the driving route, the target speed calculation unit 34 sets the target speed in the inner curve section CB, where the vehicle 1's driving lane is on the inside of the curve, to a target speed (second vehicle speed) V2 that is smaller than the target speed V1, and sets the target speed in the outer curve section CA, where the vehicle 1's driving lane is on the outside of the curve, to a target speed (third vehicle speed) V3 that is smaller than the target speed V2.
[0051] In the outside curve section CA where the vehicle 1 is traveling on the lane on the outside of the curve, the passenger may feel uneasy as if the vehicle 1 is being pushed out of the road by centrifugal force, or as if the outside of the road is approaching the vehicle 1. Even if the passenger is traveling at a speed that generates the same lateral acceleration, the passenger is more likely to feel uneasy in the right curve section CA where the traveling lane is on the outside of the curve than when traveling in the left curve section CB. Therefore, by setting the target speeds V2 and V3 when the vehicle 1 travels in the curve section by automatic driving to be smaller than the basic target speed V1, the passenger's sense of uneasiness during automatic driving can be suppressed. Furthermore, by setting the target speed V3 in the right curve section (outside curve section) CA where the traveling lane of the vehicle 1 is on the outside of the curve to be smaller than the target speed V2 in the left curve section (inside curve section) CB where the traveling lane of the vehicle 1 is on the inside of the curve, it is possible to reliably suppress the passenger's sense of uneasiness in the outside curve section CA where the vehicle travels on the lane on the outside of the curve. The target speed V2 in the inner curve section CB is set to be smaller than the basic target speed V1 but larger than the target speed V3 in the outer curve section CA. This makes it possible to prevent passengers from feeling uncomfortable in the inner curve section CB, where the sense of anxiety of being pushed to the outside of the curve is thought to be smaller than in the outer curve section CA, due to the vehicle speed being too slow in the curve section.
[0052] (2) The vehicle control unit 34 is configured to start deceleration control for decelerating to a target speed in the curve section from a deceleration start position C3 set before the curve start position C1 in the curve section. The vehicle control unit 34 sets the deceleration start position C4 when entering the outside curve section CA such that a distance L2 from the curve start position C1 to the deceleration start position C4 in the outside curve section CA is longer than a distance L1 from the curve start position C1 to the deceleration start position C3 in the inside curve section CB.
[0053] When the curvature of the curve sections is the same, the target speed V3 in the outer curve section CA is smaller than the target speed V2 in the inner curve section CB, so if deceleration starts from the same deceleration start position C3, sudden braking will occur in the outer curve section CA, which may make passengers feel uneasy. By changing the deceleration start position C3 in the outer curve section CA to point C4, the deceleration when entering the outer curve section CA and the deceleration when entering the inner curve section CB can be made approximately the same.
[0054] (3) The curve detection unit 33 detects curve sections that exist on the driving route before the start of autonomous driving based on high-precision three-dimensional map information obtained from the map information database 24. This makes it possible to reduce the load caused by control processing during autonomous driving.
[0055] (4) The target speed calculation unit 34 calculates the target speed V2 by multiplying the target speed V1 by a first speed adjustment gain (first coefficient) K1, and calculates the target speed V3 by multiplying the target speed V1 by a second speed adjustment gain (second coefficient) K2 that is smaller than the first speed adjustment gain K1. By appropriately adjusting the coefficients K1 and K2, it is possible to appropriately calculate the target speed V2 in the inner curve section CB and the target speed V3 in the outer curve section CA based on the basic target speed V1.
[0056] (5) Alternatively, the target speed calculation unit 34 may calculate the target speed V2 in accordance with the curvature of the inner curve section CB so that the lateral acceleration of the vehicle 1 is equal to or less than a first limit value G2 smaller than a predetermined value G1 when the vehicle 1 travels through the inner curve section CB, and may calculate the target speed V3 in accordance with the curvature of the outer curve section CA so that the lateral acceleration of the vehicle 1 is equal to or less than a second limit value G3 smaller than the first limit value G2 when the vehicle 1 travels through the outer curve section CA. This makes it possible to appropriately calculate the target speed V2 for the inner curve section CB and the target speed V3 for the outer curve section CA from the viewpoint of the lateral acceleration acting on the vehicle 1 when traveling through the curve sections.
[0057] -Second embodiment- A vehicle cruise control device according to a second embodiment of the present invention will be described below. The basic configuration of the vehicle cruise control device according to the second embodiment is similar to that of the first embodiment described above. The following mainly describes the differences from the first embodiment.
[0058] As described in the first embodiment, when traveling through a right curve section CA during automatic driving, the passenger may feel uneasy as if the vehicle 1 is pushed outward from the road by centrifugal force, or as if the outside of the road is approaching the vehicle 1. The passenger may feel uneasy if there is an obstacle such as a guardrail on the outside of the curve in the right curve section CA. This is because the lateral acceleration acting on the vehicle 1 causes the passenger to feel that the guardrail on the outside of the curve is approaching the vehicle 1 and may come into contact with it. In addition, in the curve section, the direction in which the vehicle 1 is facing (forward in the longitudinal direction of the vehicle) and the traveling direction of the vehicle 1 are different, but a passenger who does not actually perform driving operations cannot predict the traveling direction of the vehicle 1 from visual information alone. For this reason, the passenger may imagine that the vehicle 1 may come into contact with an obstacle in front of the vehicle 1, i.e., on the outside of the curve, and feel uneasy.
[0059] Therefore, in this embodiment, the target speed when traveling through the right curve section CA is set to be different between when an obstacle such as a guard rail is present adjacent to the outside of the curve in the right curve section CA and when there is no obstacle such as a guard rail. Specifically, the target speed when an obstacle is present adjacent to the outside of the curve in the right curve section CA is set to be lower than the target speed when no obstacle is present.
[0060] Fig. 4 shows a schematic configuration of the cruise control device 10A of the vehicle 1 in the second embodiment, and Fig. 5(a) and (b) show a curved section where a guard rail is present. The cruise control device 10A of the vehicle 1 further has an obstacle detection unit 36. The automatic driving controller 30A is configured to functionally execute the obstacle detection unit 36 in addition to the above-mentioned functions.
[0061] The map information database 24 stores information about obstacles on the road in association with the position information of the road. Here, the obstacles on the road include objects installed adjacent to the outside of the curve, such as guardrails, side walls, and soundproof walls, and structures on the road, such as tunnels. Here, the obstacles are objects that give the passenger a sense of approaching the vehicle 1 in a curved section, and in particular, are objects adjacent to the lane of a road without a shoulder and have a certain height. Even if an object exists along the road, an object that is clearly lower than the passenger's eye level, such as a curb, is not included in the obstacles. Below, a case where the obstacle is a guardrail will be described as an example.
[0062] Fig. 5(a) shows a right curve section CA where a guard rail O is present on the outside of the road, and Fig. 5(b) shows a left curve section CB where the guard rail O is present on the outside of the road. In the left curve section CB shown in Fig. 5(b), the guard rail O is present on the outside of the oncoming lane on the right side of the road, and is away from the driving lane of the vehicle 1. In this case, it is considered that the passengers of the vehicle 1 are unlikely to feel anxious about coming into contact with the guard rail O, so the guard rail O present on the outside of the road in the left curve section CB, i.e., adjacent to the outside of the curve in the inside curve section CB, does not correspond to the above-mentioned obstacle. In this embodiment, an object that is present on the outside of the road in the right curve section CA, i.e., along the outside of the curve in the outside curve section CA, and has a certain height is defined as an obstacle.
[0063] The obstacle detection unit 36 detects an obstacle that exists on the outside of the road in a right curve section CA on the travel route, i.e., a guardrail O. For example, the obstacle detection unit 36 detects whether or not a guardrail O exists on the outside of the road in a right curve section CA on the travel route, based on road information input from the map information database 24.
[0064] When the obstacle detection unit 36 detects a guardrail O present on the outer side of the road in the right curve section CA on the travel route, the target speed calculation unit 34 sets the target speed in the right curve section CA to a target speed V4 that is smaller than the target speed V3. For example, the target speed calculation unit 34 calculates the target speed V4 in the right curve section CA where the guardrail O is present by multiplying the target speed V3 in the right curve section CA by a third speed adjustment gain K3 set in advance. That is, the target speed V4 in the right curve section CA where the guardrail O is present can be expressed as V4=K3×V3. Here, the third speed adjustment gain K3 is set to an appropriate value in advance so as to satisfy the relationship 1>K3. The target speeds V3 and V4 in curve sections with the same curvature satisfy the relationship V3>V4.
[0065] The flow of speed control by the cruise control device 10A of the vehicle 1 in this embodiment will be described in detail below with reference to the flowchart of Fig. 6. When an instruction to start autonomous driving of the vehicle 1 is given by operating a switch (not shown) or the like, the autonomous driving controller 30A starts the speed control process shown in Fig. 6. The processes in steps S101 to S106 shown in Fig. 6 are similar to the processes in steps S101 to S106 in the flowchart of Fig. 3, and therefore will not be described.
[0066] If it is determined in step S105 that the curve section detected in step S104 is an outside curve section where the lane of the vehicle 1 is on the outside of the curve, that is, a right curve section CA in left-hand traffic, the process proceeds to step S111.
[0067] In step S111, the obstacle detection unit 36 detects whether a guardrail O exists along the outside of the curve in the right curve section CA, as shown in Fig. 5(a), based on road information acquired from, for example, the map information database 24. If the right curve section CA does not have a guardrail O, the process proceeds to step S112, where the target speed V3 for the right curve section CA is calculated. On the other hand, if the right curve section CA has a guardrail O, the process proceeds to step S113.
[0068] In step S113, the target speed calculation unit 34 calculates a target speed V4 for the right curve section CA where there is a guardrail O. The target speed V4 for the right curve section CA where there is a guardrail O is set to be smaller than the target speed V3 for the outside curve section CA where there is no guardrail O but has the same curvature.
[0069] In step S108, the vehicle control unit 35 changes the deceleration start position when entering the right curve section CA to a point C4 before the point C3. As a result, the distance L2 from the curve start position C1 to the deceleration start position C4 in the right curve section CA becomes longer than the distance L1 from the curve start position C1 to the deceleration start position C3 in the left curve section CB. Note that the distance from the deceleration start position C4 to the curve start position C1 when entering the right curve section CA with a guardrail O may be set longer than the distance from the deceleration start position C4 to the curve start position C1 when entering the right curve section CA without a guardrail O, so that the vehicle can decelerate to the target speed V3 or the target speed V4 with the same deceleration.
[0070] In step S109, the vehicle control unit 35 sends a drive command to the driving module 50 so as to start deceleration from the deceleration start position C3 or C4 and drive along the driving route at the calculated target speed V1, V2, V3, or V4, thereby performing driving control of the vehicle 1.
[0071] In the above, the case where the obstacle O is a guardrail has been described as an example, but if the obstacle O is another object, for example, the side wall of a tunnel, the target speed and the deceleration start position can be changed in a similar manner. In this case, for example, in step S111 of the flowchart in Fig. 6, it is determined whether the vehicle 1 is inside a tunnel. If the vehicle 1 is inside the tunnel, the target speed V4 is calculated in step S113, and if the vehicle 1 is outside the tunnel, the target speed V3 is calculated in step S112.
[0072] In the cruise control device 10A for the vehicle 1 according to the second embodiment described above, in addition to the effects of the first embodiment described above, the following operational effects can be achieved.
[0073] (1) The obstacle detection unit 36 is configured to detect an obstacle O that exists on the outside of the road along the outside curve section CA based on the information acquired by the environmental state acquisition unit 31. When the obstacle detection unit 36 detects an obstacle O that exists along the outside curve section CA, the target speed calculation unit 34 sets the target speed in the outside curve section CA to a target speed (fourth vehicle speed) V4 that is lower than the target speed V3. When an obstacle O such as a guardrail is present adjacent to the outside of the curve in the outside curve section CA, the passenger's anxiety about coming into contact with the obstacle O may increase. By setting the target speed V4 in the outside curve section CA where the obstacle O is present lower than the target speed V3 in the outside curve section CA where no obstacle O is present, the passenger's anxiety can be suppressed.
[0074] (2) Before the start of autonomous driving, the obstacle detection unit 36 detects an obstacle O that exists along a curve section based on high-precision three-dimensional map information obtained from the map information database 24. This makes it possible to reduce the load caused by control processing during autonomous driving.
[0075] -Third embodiment- A vehicle cruise control device according to a third embodiment of the present invention will be described below. The basic configuration of the vehicle cruise control device according to the third embodiment is similar to that of the first and second embodiments described above. The following mainly describes the differences from the second embodiment.
[0076] In the above-described embodiment, the target speed is adjusted when the vehicle 1 travels through a curved section in an autonomous driving mode, but in this embodiment, the target speed during autonomous driving is further adjusted taking into consideration the gradient of the road. For example, when the curved section is downhill, it is considered that the passenger's anxiety of being pushed out to the outside of the road or coming into contact with the guardrail O increases. Therefore, in this embodiment, the target speed is set to be smaller on roads with a downward gradient of a predetermined percentage or more than compared to flat roads.
[0077] The curve section detection unit 33 can detect, for example, based on road information acquired from the map information database 24, whether or not a curve section on the travel route, in particular a right curve section CA where a guardrail O is present on a downward slope.
[0078] The target speed calculation unit 34 sets the above-mentioned target speed V4, for example, when the right curve section CA where the guardrail O is located is a flat road, and sets the target speed to a target speed V5 which is smaller than the target speed V4, when the right curve section CA where the guardrail O is located is a downward slope.
[0079] The target speed calculation unit 34 calculates the target speed V5 in the right curve section CA with a downward gradient and where the guardrail O is located, for example, by multiplying the target speed V4 in the right curve section CA with a guardrail O by a preset fourth speed adjustment gain K4. That is, the target speed V5 in the right curve section CA with a downward gradient and where the guardrail O is located can be expressed as: target speed V5=K4×V4. Here, the fourth speed adjustment gain K4 is preset to an appropriate value so as to satisfy the relationship 1>K4. The target speeds V4 and V5 in curve sections with the same curvature satisfy the relationship V4>V5.
[0080] The vehicle control unit 35 transmits a drive command to the traveling module 50 so as to travel along the travel route at the calculated target speed, and executes travel control of the vehicle 1.
[0081] This embodiment can be combined with the first embodiment. That is, the curve section detection unit 33 detects whether or not a right curve section CA on the travel route exists on a downward gradient, regardless of the presence or absence of a guardrail O. The target speed calculation unit 34 can set the above-mentioned target speed V3 when the right curve section CA is a flat road, and can set the target speed to the above-mentioned target speed V5 when the right curve section CA has a downward gradient.
[0082] The cruise control device for the vehicle 1 according to the third embodiment described above can achieve the following advantageous effects in addition to the advantageous effects achieved by the first and second embodiments described above.
[0083] When the curve detection unit 33 detects that the outside curve section CA is on a downward gradient, the target speed calculation unit 34 sets the target speed in the outside curve section CA to a target speed (fifth vehicle speed) V5 that is lower than the target speed (fourth vehicle speed) V4. This makes it possible to suppress the passenger's anxiety that they may be pushed out to the outside of the road or come into contact with the guardrail O when the right curve section CA where the guardrail O is located is on a downward gradient.
[0084] -Fourth embodiment- A vehicle cruise control device according to a fourth embodiment of the present invention will be described below. The basic configuration of the vehicle cruise control device according to the fourth embodiment is similar to that of the first to third embodiments described above. The following mainly describes the differences from the first embodiment.
[0085] In the above-described embodiment, the target speed is adjusted to suppress the sense of anxiety felt by the passengers when the vehicle 1 is traveling in a curved section while autonomously driving, but it is considered that this sense of anxiety becomes more pronounced when the vehicle 1 is traveling in the outermost lane of the curved section. Therefore, in this embodiment, on roads having multiple lanes with the same traveling direction, such as roads with two or more lanes on each side, the above-described adjustment of the target speed and deceleration start position is performed only when the vehicle 1 is traveling in the outermost lane of the curve.
[0086] The environmental state acquisition unit 31 can determine whether or not the vehicle 1 is traveling in the outermost lane of the right curve section CA, i.e., the leftmost lane, based on external data such as image data and point cloud data input from the external sensor 21. Even if the right curve section CA is a road with only one lane, it can be determined that the vehicle 1 is traveling in the outermost lane of the right curve section CA.
[0087] When it is determined that the vehicle 1 is traveling in the outermost lane of the right curve section CA, the target speed calculation unit 34 calculates a target speed V3 for the right curve section CA, and the vehicle control unit 35 changes the deceleration start position when entering the right curve section CA to a point C4 earlier than point C3. When it is determined that the vehicle 1 is traveling in a lane other than the outermost lane of the right curve section CA, the target speed calculation unit 34 can set, for example, a value equal to the basic target speed V1 or the target speed V2 for the left curve section CB as the target speed for when traveling in a lane other than the outermost lane of the right curve section CA.
[0088] Alternatively, the following configuration may be used. For example, when it is determined that the curve section on the travel route is a right curve section CA, the target speed calculation unit 34 calculates a target speed V3 for the right curve section CA, and the vehicle control unit 35 changes the deceleration start position when entering the right curve section CA to a point C4 before the point C3. When the vehicle 1 approaches the right curve section CA by autonomous driving and it is determined that the vehicle 1 is traveling in a lane other than the outermost lane of the right curve section CA based on the external data input from the external sensor 21, the target speed calculation unit 34 changes the target speed from the target speed V3 to the target speed V1 or the target speed V2, and the vehicle control unit 35 returns the deceleration start position from the point C4 to the point C3.
[0089] In the cruise control device for the vehicle 1 according to the fourth embodiment described above, in addition to the effects achieved by the first to third embodiments described above, the following operational effects can be achieved.
[0090] When the outside curve section CA on the travel route has multiple lanes, the target speed calculation unit 34 sets the target speed to the third vehicle speed V3, and the vehicle speed control unit 35 changes the deceleration start position only when the vehicle 1 is traveling on the lane that is the outermost lane of the multiple lanes. When the right curve section CA is a road with two or more lanes on each side, when the vehicle 1 is traveling on the lane that is the outermost lane of the curve, a strong sense of anxiety occurs that the vehicle 1 will be pushed out of the road. Therefore, by limiting the change of the target speed and the deceleration start position to the case where the vehicle 1 is traveling on the lane that is the outermost lane of the curve in the outside curve section CA, the sense of anxiety can be suppressed. In addition, when the vehicle 1 is traveling on other lanes that are considered to be less uneasy than the outermost lane of the curve, the target speed and the deceleration start position are not changed, so that it is possible to suppress the discomfort felt by the passengers due to the vehicle speed in the curve section being too slow, and to minimize the impact on the total travel time of the vehicle 1 to the destination.
[0091] -Variations- (1) In the above-described embodiment, the deceleration start position when entering the outside curve section CA is changed to point C4 before point C3, which is a predetermined distance L1 away from the curve start point C1. However, this is not limited to this, and the deceleration start position may be fixed to point C3, which is a predetermined distance L1 away from the curve start point C1, and the deceleration start position may not be changed. Also, instead of changing the deceleration start position when entering the outside curve section CA, a configuration may be used in which the vehicle decelerates at a constant deceleration when entering a curve section, regardless of whether it is the outside curve section CA or the inside curve section CB.
[0092] (2) In the above-described embodiment, the target speeds V2, V3 in the inner curve section CB and the outer curve section CA are calculated using the first and second speed adjustment gains K1, K2 or the first and second limit values G2, G3 of the lateral acceleration based on the target speed V1 at which the lateral acceleration is equal to or less than a predetermined value G1. However, the present invention is not limited to this, and the target speeds V2, V3 may be determined from speed maps for the inner curve section CB and the outer curve section CA that are prepared in advance for each curvature.
[0093] (3) In the above-described embodiment, the curve detection unit 33 detects whether or not a curve section exists on the driving route based on information on the road shape input from the map information database 24, but the present invention is not limited to this. For example, the curve detection unit 33 may be configured to detect a curve section existing on the driving route based on external data such as image data and point cloud data input from the external sensor 21. However, as described above, by detecting a curve section before the start of autonomous driving based on high-precision three-dimensional map information acquired from the map information database 24, the load due to the control processing during autonomous driving can be suppressed. Similarly, the obstacle detection unit 36 may detect whether or not an obstacle O such as a guardrail exists along the outside of the road of the right curve section CA on the driving route based on external data such as image data and point cloud data input from the external sensor 21 instead of the road information input from the map information database 24.
[0094] Alternatively, the curve detection unit 33 may be configured to detect, as a curve section, a section in which lateral acceleration exceeding a preset value occurs when the vehicle 1 travels at a speed set by the user that is equal to or lower than the speed limit of the road. The lateral acceleration of the vehicle 1 when traveling along a travel route can be calculated based on, for example, the curvature of the road acquired by the environmental state acquisition unit 31, a target steering angle for autonomous driving, and the like. By detecting the curve section before the start of autonomous driving, the load due to the control processing during autonomous driving can be suppressed.
[0095] (4) In the above embodiment, the basic target speed V1, the target speed V2 for the inner curve section CB, and the target speed V3 for the outer curve section CA are set to satisfy the relationship V1>V2>V3. However, this is not limiting, and the basic target speed V1 may be used as it is as the target speed V2 for the inner curve section CB.
[0096] Although several embodiments of the present invention have been described above, it should be noted that the present invention is not limited to the above-described embodiments, and various modifications and variations are possible within the scope of the present invention. [Explanation of symbols]
[0097] 1 vehicle 10,10A Driving control device 24 Map information database 30,30A Automatic Operation Controller 31 Environmental status acquisition unit 32 Route Generation Unit 33 Curve detection section 34 Target speed calculation section 35 Vehicle control unit 36 Obstacle detection section C1 Curve start position C3,C4 Deceleration start position G1 Predetermined value of lateral acceleration G2,G3 1st and 2nd limit values K1~K4 1st to 4th speed adjustment gain
Claims
1. A vehicle driving control device capable of performing autonomous driving, an environmental state acquisition unit that acquires information regarding a vehicle state and a surrounding environment of the vehicle; A route generation unit that generates a driving route during autonomous driving based on the information acquired by the environmental state acquisition unit; a curve detection unit that detects a curve section present on the travel route based on the information acquired by the environmental state acquisition unit; a target speed calculation unit that calculates a target speed when the vehicle travels autonomously along the travel route generated by the route generation unit; a vehicle control unit that controls a speed of the vehicle so that the vehicle travels along the travel route at the target speed; Equipped with the target speed calculation unit calculates a first vehicle speed as the target speed such that a lateral acceleration of the vehicle is equal to or less than a predetermined value when the vehicle is autonomously driven along the travel route; When a curve section exists in the travel route, the target speed calculation unit setting the target speed in an inner curve section where the driving lane of the vehicle is on the inside of the curve to a second vehicle speed which is lower than the first vehicle speed; A vehicle cruise control device that sets the target speed in an outside curve section where the vehicle's driving lane is on the outside of the curve to a third vehicle speed that is lower than the second vehicle speed.
2. an obstacle detection unit that detects an obstacle present on the outside of the road along the outside curve section based on the information acquired by the environmental state acquisition unit, 2. The vehicle driving control device according to claim 1, wherein when the obstacle detection unit detects an obstacle present along the outside curve section, the target speed calculation unit sets the target speed in the outside curve section to a fourth vehicle speed that is lower than the third vehicle speed.
3. 3. The vehicle driving control device according to claim 2, wherein when the curve detection unit detects that the outer curve section exists on a downward slope, the target speed calculation unit sets the target speed in the outer curve section to a fifth vehicle speed that is lower than the fourth vehicle speed.
4. the vehicle control unit is configured to start deceleration control for decelerating the vehicle to the target speed in the curve section from a deceleration start position that is set before a curve start position in the curve section, 4. A vehicle driving control device as claimed in any one of claims 1 to 3, wherein the vehicle control unit changes the deceleration start position when entering the outside curve section so that the distance from the curve start position of the outside curve section to the deceleration start position is longer than the distance from the curve start position of the inside curve section to the deceleration start position.
5. 5. The vehicle driving control device according to claim 4, wherein, when the outer curve section on the driving route has a plurality of lanes, the target speed calculation unit sets the target speed to the third vehicle speed and the vehicle speed control unit changes the deceleration start position only when the lane on which the vehicle is traveling is the lane on the outermost side of the curve among the plurality of lanes.
6. the curve detection unit detects the curve section present on the driving route before the autonomous driving starts, based on high-precision three-dimensional map information obtained from a map information database; The vehicle driving control device according to claim 2 , wherein the obstacle detection unit detects the obstacle before the autonomous driving starts based on the high-precision three-dimensional map information.
7. The target speed calculation unit Calculating the second vehicle speed by multiplying the first vehicle speed by a first coefficient; The vehicle cruise control device according to claim 1 , wherein the third vehicle speed is calculated by multiplying the first vehicle speed by a second coefficient that is smaller than the first coefficient.
8. The target speed calculation unit calculating the second vehicle speed in accordance with a curvature of the inner curve section such that a lateral acceleration of the vehicle is equal to or less than a first limit value that is smaller than the predetermined value when the vehicle travels through the inner curve section; 2. The vehicle driving control device according to claim 1, wherein the third vehicle speed is calculated in accordance with a curvature of the outer curve section so that, when the vehicle is traveling in the outer curve section, the lateral acceleration of the vehicle is equal to or less than a second limit value that is smaller than the first limit value.