Vehicle control system

Abstract

To provide a vehicle control system which can decelerate a vehicle smoothly until reaching a stop line and stop a vehicle at the stop line accurately.SOLUTION: A vehicle control system 1 comprises: a stop line detection part 22b which detects a stop line L1 from map information stored in a high resolution road map database 16 and detects a stop line L2 from front traveling environment information of an own vehicle M acquired by a camera unit 21; and a stop position control part 22c which performs control in such a manner that, when the stop line L1 is detected by the stop line detection part 22b, the same decelerates the own vehicle M at a deceleration rate calculated on the basis of a distance from the own vehicle M to the stop line L1, and when the stop line L2 is detected by the stop line detection part 22b after the detection of the stop line L1, the same decelerates the own vehicle M at a deceleration rate calculated by a distance from the own vehicle M to the stop line L2, so that the own vehicle stops at the stop line L2.SELECTED DRAWING: Figure 8

Description

Technical Field

[0001] The present invention relates to a vehicle control system that detects a stop line by using map information and camera information in combination and temporarily stops the vehicle.

Background Art

[0002] There is known a vehicle control device that uses a camera to recognize the road surface conditions ahead, detects a stop line on the road surface, and performs vehicle travel control necessary to stop the vehicle in front of the detected stop line. In addition, for driving support control, it is conceivable to acquire the positions of specific road surface markings such as stop lines and crosswalks from map information.

[0003] In order to improve the accuracy of driving support control, it is necessary to improve the accuracy of map information. Therefore, for example, Patent Document 1 discloses a map information system that improves the accuracy of road surface marking map information used for driving support control.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] However, when detecting a stop line by a camera, if the detection of the stop line is delayed, it is not possible to secure the control time for stopping at the stop line. Therefore, the automatic stop system for the stop line cannot intervene, and the support frequency decreases. Alternatively, deceleration control can be executed, but due to the short control time, it becomes a sudden deceleration, which may give the driver a sense of discomfort.

[0006] In addition, in the technology described in Patent Document 1, even if the accuracy of the road marking map information is improved, there may be a deviation from the actual stop line, so it is considered that the vehicle cannot stop accurately at the stop line.

[0007] The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle control system that can smoothly decelerate to a stop line and accurately stop at the stop line.

Means for Solving the Problems

[0008] A vehicle control system according to an aspect of the present invention includes a stop line detection unit that detects a first stop line from map information stored in a high-precision road map database and detects a second stop line from driving environment information in front of the host vehicle acquired by a camera unit, and when the first stop line is detected by the stop line detection unit, decelerates at a deceleration calculated based on the distance from the host vehicle to the first stop line, and when the second stop line is detected after the first stop line is detected by the stop line detection unit, decelerates at a deceleration calculated based on the distance from the host vehicle to the second stop line, and a stop position control unit that controls to stop at the second stop line.

Effects of the Invention

[0009] According to the vehicle control system of the present invention, it is possible to smoothly decelerate to a stop line and accurately stop at the stop line.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

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Figure 8

Mode for Carrying Out the Invention

[0011] Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In the drawings used in the following description, in order to make each component recognizable on the drawing, the scales are different for each component, and the present invention is not limited only to the quantity of the components described in these drawings, the shape of the components, the ratio of the sizes of the components, and the positional relationship of each component.

[0012] First, the schematic configuration of the vehicle control system according to an embodiment of the present invention will be described below with reference to the functional block diagram of FIG. 1.

[0013] The vehicle control system 1 shown in FIG. 1 is mounted on the host vehicle M (see FIG. 2). This vehicle control system 1 has a locator unit 11 as means for detecting the position (host vehicle position) of the host vehicle M, a camera unit 21 as means for acquiring forward driving environment information, and a vehicle control unit 22 as vehicle control means.

[0014] The locator unit 11 estimates the host vehicle position on the road map and acquires road map data around the host vehicle position. On the other hand, the camera unit 21 acquires forward driving environment information of the host vehicle M and recognizes the dividing lines that divide the left and right of the driving lane, the road shape, the presence or absence of a preceding vehicle, and traffic signals, etc. Further, the camera unit 21 obtains the road curvature at the center of the dividing line, the inter-vehicle distance and relative speed with the preceding vehicle, etc.

[0015] The locator unit 11 includes a map locator arithmetic unit 12 and a high-precision road map database (abbreviated as road map DB in FIG. 1) 16 as a storage means. The map locator arithmetic unit 12, the forward driving environment recognition unit 21d described later, and the vehicle control unit 22 are composed of a well-known microcomputer equipped with a CPU, RAM, ROM, etc., and its peripheral devices. Programs executed by the CPU and fixed data such as base maps are stored in advance in the ROM.

[0016] Also, on the input side of the map locator arithmetic unit 12, a GNSS (Global Navigation Satellite System) receiver 13, an autonomous driving sensor 14, and a destination information input device 15 are connected. The GNSS receiver 13 receives positioning signals transmitted from a plurality of positioning satellites. The autonomous driving sensor 14 enables autonomous driving in an environment where the reception sensitivity from GNSS satellites is low, such as when driving in a tunnel, and the positioning signal cannot be effectively received. It is composed of a vehicle speed sensor, a gyro sensor, a longitudinal and lateral acceleration sensor, etc. The map locator arithmetic unit 12 obtains the moving distance and azimuth based on the speed of the host vehicle M (host vehicle speed) detected by the vehicle speed sensor, the angular velocity detected by the gyro sensor, and the longitudinal and lateral acceleration detected by the longitudinal and lateral acceleration sensor, etc., and performs localization from the obtained moving distance and azimuth.

[0017] The destination information input device 15 is a terminal device operated by a person on board the vehicle, such as a driver or a passenger. The destination information input device 15 can aggregate and input a series of information required when setting a driving route in the map locator arithmetic unit 12, such as setting inputs for the destination and waypoints (such as highway service areas).

[0018] The destination information input device 15 is specifically an input unit of a car navigation system (such as a touch panel of a monitor), a mobile terminal such as a smartphone, a personal computer, etc., and is connected to the map locator calculation unit 12 by wire or wirelessly.

[0019] When the driver or passenger operates the destination information input device 15 to input information about the destination and waypoints (facility name, address, phone number, etc.), this input information is read into the map locator calculation unit 12. Then, the map locator calculation unit 12 sets the position coordinates (latitude, longitude) of the input destination and waypoints.

[0020] The map locator calculation unit 12 includes a vehicle position estimation calculation unit 12a as a vehicle position estimation means, a road map information acquisition unit 12b, and a target travel route setting calculation unit 12c as a target travel route setting means. The vehicle position estimation calculation unit 12a acquires the position coordinates (latitude, longitude), which are the position information of the own vehicle M, based on the positioning signal received by the GNSS receiver 13. Also, in an environment where it is not possible to receive a valid positioning signal from the positioning satellite due to a decrease in the sensitivity of the GNSS receiver 13, the vehicle position estimation calculation unit 12a estimates the position coordinates of the own vehicle M based on the signal from the autonomous driving sensor 14.

[0021] The road map information acquisition unit 12b performs map matching of the position coordinates of the own vehicle M and the position coordinates (latitude, longitude) of the destination set by the destination information input device 15 on the road map stored in the high-precision road map database 16. Then, the road map information acquisition unit 12b identifies both positions and transmits the road map information around the destination from the current own vehicle position to the target travel route setting calculation unit 12c.

[0022] The high-precision road map database 16 is a large-capacity storage medium such as an HDD, in which high-precision road map information (dynamic map) is stored. This high-precision road map information includes lane data (lane width data, lane center position coordinate data, lane traveling azimuth angle data, speed limit, stop line L1 (see Fig. 2), etc.) required for performing autonomous driving, and this lane data is stored at several-meter intervals for each lane on the road map.

[0023] The target travel route setting calculation unit 12c first creates a driving route connecting the current position map-matched by the road map information acquisition unit 12b and the destination on the road map. Next, the target travel route setting calculation unit 12c sequentially sets and updates a target travel route (straight-ahead, right / left turns from intersections, driving lanes such as the left lane, center lane, right lane, etc. on a straight road, and lateral position within the lane, etc.) for automatically driving the host vehicle M on this driving route up to several hundred meters to several kilometers ahead of the host vehicle M. Note that the information on this target travel route is read by the vehicle control unit 22.

[0024] On the other hand, the camera unit 21 includes an in-vehicle camera (stereo camera) composed of a main camera 21a and a sub-camera 21b fixed at the upper center of the front part inside the vehicle cabin of the host vehicle M and arranged symmetrically with respect to the center in the vehicle width direction, an image processing unit (IPU) 21c, and a forward driving environment recognition unit 21d.

[0025] The main camera 21a and the sub-camera 21b image a predetermined imaging area in front of the host vehicle M and output the obtained driving environment image information to the IPU 21c. The IPU 21c performs predetermined image processing on the input driving environment image information and outputs it to the forward driving environment recognition unit 21d.

[0026] The front driving environment recognition unit 21d reads the driving environment image information processed by the IPU 21c, and recognizes the front driving environment (front driving environment information) based on this driving environment image information. The front driving environment to be recognized includes the road shape of the driving route (own vehicle driving route) on which the own vehicle M travels (the road curvature [1 / m] at the center of the dividing line that divides the left and right, and the width between the left and right dividing lines (vehicle width)), intersections, stop line L2 (see FIG. 2), the lighting color of traffic lights, road signs, crossers such as pedestrians and bicycles, etc.

[0027] Also, the vehicle control unit 22 includes a vehicle control calculation unit 22a, a stop line detection unit 22b, and a stop position control unit 22c. On the input side of the vehicle control unit 22, the target driving route setting calculation unit 12c of the map locator calculation unit 12, the front driving environment recognition unit 21d of the camera unit 21, and the driving information detection unit 26 as a driving information detection means are connected. etc. The vehicle control unit 22 acquires the driving environment in a predetermined range of the target driving route in front of the own vehicle M based on the road map information around the target driving route set by the target driving route setting calculation unit 12c and the front driving environment information recognized by the front driving environment recognition unit 21d.

[0028] The driving information detection unit 26 is a general term for various sensors that detect the driving information of the own vehicle M required for automatic driving, such as the vehicle speed (own vehicle speed), acceleration / deceleration, arrival time to the stop line, inter-vehicle distance between the preceding vehicle and the own vehicle M, and relative vehicle speed.

[0029] Furthermore, on the output side of this vehicle control unit 22, there are connected a steering control unit 31 that causes the own vehicle M to travel along the target driving route, a brake control unit 32 that decelerates and stops the own vehicle M by a forced brake, an acceleration / deceleration control unit 33 that controls the vehicle speed of the own vehicle M, and an alarm device 34 that notifies the driver of an alarm according to the situation recognized based on the front driving environment.

[0030] The vehicle control arithmetic unit 22a performs predetermined control on the steering control unit 31, the brake control unit 32, and the acceleration / deceleration control unit 33, and automatically drives the host vehicle M along the target travel route on the road map set by the target travel route setting arithmetic unit 12c based on the positioning signal indicating the position of the host vehicle received by the GNSS receiver 13. At this time, the vehicle control arithmetic unit 22a performs well-known following vehicle distance control (ACC control) and lane keeping (ALK: Active Lane Keep) control based on the forward driving environment recognized by the forward driving environment recognition unit 21d. When a preceding vehicle is detected, it follows the preceding vehicle. When no preceding vehicle is detected, it uses the speed limit of the road as the upper limit and drives the host vehicle M along the driving lane at the ACC set vehicle speed set by the driver.

[0031] The stop line detection unit 22b detects the stop line L1 (the first stop line) based on the high-precision map information read from the high-precision road map database 16. In addition, the stop line detection unit 22b detects the stop line L2 (the second stop line) based on the forward driving environment recognized by the forward driving environment recognition unit 21d of the camera unit 21. The stop line L1 is a stop line recognized by the map information stored in the high-precision road map database 16, and the stop line L2 is a stop line actually recognized on the road by the main camera 21a and the sub-camera 21b while the host vehicle M is running.

[0032] The stop position control unit 22c determines whether to intervene in the automatic stop control using the well-known time to collision (TTC) calculated from the relative distance and relative speed between the object (stop line L1 or L2) and the host vehicle M. When the stop position control unit 22c determines that there is no problem in intervening in the automatic stop control, it calculates a deceleration based on the stop line L1 or L2 detected by the stop line detection unit 22b and controls the stop position for automatic stop.

[0033] Specifically, as shown in FIG. 2, when a stop line L1 is detected from the map information in the controllable area based on the map information, the stop position control unit 22c calculates a deceleration using the distance from the host vehicle M to the stop line L1 based on the map information and starts decelerating. Then, when a stop line L2 is detected from the forward driving environment in the controllable area based on the camera information (forward driving environment information) acquired by the camera unit 21, the stop position control unit 22c calculates a deceleration using the distance from the host vehicle M to the stop line L2 based on the camera information and controls the vehicle to stop at the stop line L2. Note that the distance from the host vehicle M to the stop line L1 based on the map information and the distance from the host vehicle M to the stop line L2 based on the camera information are the distances from the front bumper of the host vehicle M to the stop lines L1 and L2.

[0034] That is, when the stop line L1 is detected from the map information while the stop line L2 cannot be detected by the camera unit 21, the stop position control unit 22c calculates a deceleration based on the distance to the stop line L1 in the map information and starts decelerating at the calculated deceleration. Then, when the stop line L2 can be detected by the camera unit 21, the stop position control unit 22c does not use the stop line L1 in the map information, calculates a deceleration based on the distance to the stop line L2 in the camera information, decelerates at the calculated deceleration, and automatically stops at the stop line L2.

[0035] In this way, when the stop line L2 cannot be detected by the camera information, based on the stop line L1 detected from the map information, by starting deceleration in advance, it is possible to secure the control time for automatic stop, so the frequency of control intervention for automatic stop is improved. Also, by starting deceleration in advance, even if the detection of the stop line L2 from the camera information acquired by the camera unit 21 is delayed, there will be no sudden deceleration, so deceleration that does not give discomfort to the driver can be achieved. Furthermore, by starting deceleration in advance, since the vehicle speed decreases, the detection accuracy of the stop line L2 based on the camera information acquired by the camera unit 21 is improved, and the detection accuracy of the stop position can be stabilized.

[0036] Further, after the stop line L1 is detected based on the map information, when the stop line L2 is detected by the camera unit 21, the stop position control unit 22c compares the position of the stop line L1 based on the map information with the position of the stop line L2 based on the camera information, changes the deceleration control according to the comparison result, and controls to automatically stop at the stop line L2. Further, after the stop line L1 is detected based on the map information, when the stop line L2 is not detected by the camera unit 21, the stop position control unit 22c controls to automatically stop at the stop line L1 detected from the map information.

[0037] Here, with reference to FIGS. 3 to 6, the automatic stop control will be described in more detail. In the automatic stop control of this embodiment, it is assumed that the stop line L1 is detected from the map information first, and then the stop line L2 is detected from the camera information. Further, the automatic stop control of this embodiment is executed when it is determined that there are no obstacles in front of or around the host vehicle M based on the camera information and there is no problem in intervening in the automatic stop control using the above-described collision prediction time TTC.

[0038] As shown in FIG. 3, when the stop line L1 based on the map information is detected, the stop position control unit 22c calculates the deceleration using the distance to the stop line L1 in the map information, and decelerates at the calculated deceleration (ST11). Next, when the stop line L2 based on the camera information is detected, the stop position control unit 22c compares the position of the stop line L1 based on the map information with the position of the stop line L2 based on the camera information (ST12).

[0039] When the position of the stop line L1 based on the map information and the position of the stop line L2 based on the camera information match (or substantially match), the stop position control unit 22c calculates the deceleration using the distance to the stop line L2 based on the camera information, and decelerates at the calculated deceleration (ST13). Then, when the distance to the stop line L2 based on the camera information becomes 0 (zero) or substantially 0 (zero), the stop position control unit 22c stops and ends the automatic stop control (ST14).

[0040] As shown in FIG. 4, when the stop position control unit 22c detects the stop line L1 based on the map information, it calculates the deceleration using the distance to the stop line L1 in the map information and decelerates at the calculated deceleration (ST21). Next, when the stop position control unit 22c detects the stop line L2 based on the camera information, it compares the position of the stop line L1 based on the map information with the position of the stop line L2 based on the camera information (ST22).

[0041] When the position of the stop line L1 based on the map information is in front of the position of the stop line L2 based on the camera information, that is, when the distance from the host vehicle M to the stop line L1 is shorter than the distance to the stop line L2, the stop position control unit 22c calculates the deceleration using the distance to the stop line L1 in the map information and decelerates at the calculated deceleration (ST23). After that, when the detection of the stop line L2 based on the camera information becomes stable (when the reliability becomes high), the stop position control unit 22c calculates the deceleration using the distance to the stop line L2 based on the camera information and decelerates at the calculated deceleration (ST24). Then, when the distance to the stop line L2 based on the camera information becomes 0 (zero) or approximately 0 (zero), the stop position control unit 22c stops and ends the automatic stop control (ST25).

[0042] As shown in FIG. 5, when the stop position control unit 22c detects the stop line L1 based on the map information, it calculates the deceleration using the distance to the stop line L1 in the map information and decelerates at the calculated deceleration (ST31). Next, when the stop position control unit 22c detects the stop line L2 based on the camera information, it compares the position of the stop line L1 based on the map information with the position of the stop line L2 based on the camera information (ST32).

[0043] When the position of the stop line L1 based on the map information is behind the position of the stop line L2 based on the camera information, that is, when the distance from the host vehicle M to the stop line L1 is longer than the distance to the stop line L2, the stop position control unit 22c calculates the deceleration using the distance to the stop line L2 based on the camera information and decelerates at the calculated deceleration (ST33). Then, when the distance to the stop line L2 based on the camera information becomes 0 (zero) or approximately 0 (zero), the stop position control unit 22c stops and ends the automatic stop control (ST34).

[0044] As shown in FIG. 6, when the stop position control unit 22c detects the stop line L1 based on the map information, it calculates the deceleration using the distance to the stop line L1 in the map information and decelerates at the calculated deceleration (ST41). Then, when the stop position control unit 22c does not detect the stop line L2 based on the camera information and the distance to the stop line L1 in the map information becomes 0 (zero) or approximately 0 (zero), it stops and ends the automatic stop control (ST42).

[0045] Thus, the automatic stop control of the present embodiment uses the map information and the camera information in combination to detect the stop lines L1 and L2, changes the deceleration according to the positional relationship and detection accuracy of the stop lines L1 and L2, etc., and automatically stops at the stop line L1 or L2.

[0046] Here, the automatic stop control process will be described with reference to FIGS. 7 and 8. Note that the automatic stop control processes in FIGS. 7 and 8 are executed by the vehicle control unit 22 at a predetermined calculation cycle when the automatic driving is in progress.

[0047] The vehicle control unit 22 determines whether map information can be acquired from the high-precision road map database 16 (step S1). If the vehicle control unit 22 determines that the map information cannot be acquired, the process ends. On the other hand, if the vehicle control unit 22 determines that the map information can be acquired, it detects the stop line L1 from the map information (step S2).

[0048] Next, the vehicle control unit 22 determines whether camera information (front driving environment information) can be acquired from the camera unit 21 (step S3). If the vehicle control unit 22 determines that the camera information cannot be acquired, the process ends. On the other hand, if the vehicle control unit 22 determines that the camera information can be acquired, it determines whether there are obstacles in front of and around the host vehicle M from the camera information (step S4).

[0049] When the vehicle control unit 22 determines that there are obstacles in front of and around the host vehicle M, it ends the process. On the other hand, when the vehicle control unit 22 determines that there are no obstacles in front of and around the host vehicle M, it calculates the time to collision (TTC) to the stop line L1 (step S5), and determines whether control intervention for automatic stop can be performed using the time to collision TTC (step S6).

[0050] When the vehicle control unit 22 determines that control intervention for automatic stop cannot be performed, it ends the process. On the other hand, when the vehicle control unit 22 determines that control intervention for automatic stop can be performed, it executes automatic stop control (step S7) and ends the process. The automatic stop control in this step S7 will be described with reference to FIG. 8.

[0051] First, when control intervention for automatic stop is performed, the deceleration is calculated using the distance to the stop line L1 detected from the map information, and the vehicle decelerates at the calculated deceleration (step S11). Next, the vehicle control unit 22 determines whether the stop line L2 can be detected from the camera information (step S12). When the vehicle control unit 22 determines that the stop line L2 cannot be detected from the camera information, it decelerates at the deceleration calculated using the distance to the stop line L1 detected from the map information (step S13). That is, the vehicle control unit 22 continues to decelerate at the deceleration calculated in the process of step S11. On the other hand, when the vehicle control unit 22 determines that the stop line L2 can be detected from the camera information, it compares the position of the stop line L1 detected from the map information with the position of the stop line L2 detected from the camera information (step S14). Specifically, the vehicle control unit 22 compares the distance from the host vehicle M to the stop line L1 based on the map information with the distance from the host vehicle M to the stop line L2 based on the camera information.

[0052] The vehicle control unit 22 determines whether the positions of the stop line L1 and the stop line L2 coincide (or substantially coincide) (step S15). When the vehicle control unit 22 determines that the positions of the stop line L1 and the stop line L2 coincide (or substantially coincide), it calculates a deceleration using the distance to the stop line L2 detected from the camera information, and decelerates at the calculated deceleration (step S16). On the other hand, when the vehicle control unit 22 determines that the positions of the stop line L1 and the stop line L2 do not coincide (or substantially coincide), it determines whether the position of the stop line L1 detected from the map information is in front of the position of the stop line L2 detected from the camera information (step S17).

[0053] When the vehicle control unit 22 determines that the position of the stop line L1 is not in front of the position of the stop line L2 (when it determines that the position of the stop line L1 is behind the position of the stop line L2), it calculates a deceleration using the distance to the stop line L2 detected from the camera information, and decelerates at the calculated deceleration (step S18). On the other hand, when the vehicle control unit 22 determines that the position of the stop line L1 is in front of the position of the stop line L2, it determines whether the camera detection accuracy is stable (step S19).

[0054] Whether the camera detection accuracy is stable is determined, for example, by comparing the distance from the host vehicle M to the stop line L2 detected from the camera information with a predetermined threshold value at which the camera unit 21 can stably detect the stop line L2. When the distance from the host vehicle M to the stop line L2 detected is greater than or equal to the predetermined threshold value, the vehicle control unit 22 determines that the camera accuracy is not stable, and when the distance from the host vehicle M to the stop line L2 detected is less than the predetermined threshold value, the vehicle control unit 22 determines that the camera accuracy is stable.

[0055] When the vehicle control unit 22 determines that the camera detection accuracy is not stable, it calculates the deceleration using the distance to the stop line L1 detected from the map information, and decelerates at the calculated deceleration (step S20). On the other hand, when the vehicle control unit 22 determines that the camera detection accuracy is stable, it proceeds to the process of step S16, calculates the deceleration using the distance to the stop line L2 detected from the camera information, and decelerates at the calculated deceleration.

[0056] When any one of the processes in steps S13, S16, S18, and S20 is executed, the vehicle control unit 22 determines whether to end the automatic stop control (step S21). When the vehicle control unit 22 determines that the distance between the host vehicle M and the stop line L1 or L2 is 0 (or approximately 0), or the vehicle speed of the host vehicle M is 0 (or approximately 0), it determines to end the automatic stop control. On the other hand, when the vehicle control unit 22 determines that the distance between the host vehicle M and the stop line L1 or L2 is not 0 (or approximately 0), or the vehicle speed of the host vehicle M is not 0 (or approximately 0), it returns to the process of step S12 and continues the automatic stop control.

[0057] As described above, before the stop line L2 is detected from the camera information, the vehicle control system 1 calculates the deceleration based on the stop line L1 detected from the map information and starts decelerating. Then, when the stop line L2 is detected from the camera information, it calculates the deceleration based on the stop line L2 and decelerates, and stops at the stop line L2 on the traveling road detected from the camera information.

[0058] Thereby, even when the detection of the stop line L2 by the camera unit 21 is delayed, the vehicle control system 1 can calculate the deceleration based on the stop line L1 detected from the map information and start decelerating in advance. And when the stop line L2 is detected from the camera information, the vehicle control system 1 calculates the deceleration based on the distance to the stop line L2 and decelerates, so that it can stop at the position of the stop line L2 on the traveling road actually acquired by the camera unit 21. As a result, according to the vehicle control system of the present embodiment, it is possible to smoothly decelerate to the stop line and accurately stop at the stop line.

[0059] In addition, each step in the flowchart in this specification may change the execution order, execute multiple steps simultaneously, or execute in a different order for each execution, as long as it does not violate the nature thereof.

[0060] The present invention is not limited to the above-described embodiments, and various changes, modifications, etc. are possible without departing from the gist of the present invention.

Explanation of Reference Numerals

[0061] 1... Vehicle control system 11... Locator unit 12... Map locator arithmetic unit 12a... Own vehicle position estimation arithmetic unit 12b... Road map information acquisition unit 12c... Target travel route setting arithmetic unit 13... GNSS receiver 14... Autonomous driving sensor 15... Destination information input device 16... High-precision road map database 21... Camera unit 21a... Main camera 21b... Sub camera 21c... Image processing unit (IPU) 21d... Forward driving environment recognition unit 22... Vehicle control unit 22a... Vehicle control arithmetic unit 22b... Stop line detection unit 22c... Stop position control unit 26... Driving information detection unit 31... Steering control unit 32... Brake control unit 33... Acceleration / deceleration control unit 34... Alarm device

Claims

1. A stop line detection unit that detects a first stop line from map information stored in a high-precision road map database and detects a second stop line from the driving environment information in front of the host vehicle acquired by a camera unit; When the first stop line is detected by the stop line detection unit, the vehicle decelerates at a deceleration calculated based on the distance from the host vehicle to the first stop line. When the second stop line is detected after the first stop line is detected by the stop line detection unit, the vehicle decelerates at a deceleration calculated based on the distance from the host vehicle to the second stop line, and a stop position control unit that controls the vehicle to stop at the second stop line; A vehicle control system, characterized by comprising the above.

2. The stop position control unit compares the position of the first stop line and the position of the second stop line. When the position of the first stop line and the position of the second stop line match, the vehicle decelerates at a deceleration calculated based on the distance from the host vehicle to the second stop line. The vehicle control system according to claim 1, characterized in that.

3. The stop position control unit compares the position of the first stop line and the position of the second stop line. When the position of the first stop line is deeper than the position of the second stop line, the vehicle decelerates at a deceleration calculated based on the distance from the host vehicle to the second stop line. The vehicle control system according to claim 1, characterized in that.

4. The stop position control unit compares the position of the first stop line and the position of the second stop line. When the position of the first stop line is in front of the position of the second stop line, the vehicle control system according to claim 1, characterized in that the detection accuracy of the second stop line is determined.

5. When the stop position control unit determines that the detection accuracy of the second stop line is low, the vehicle decelerates at a deceleration calculated based on the distance from the host vehicle to the first stop line. When the stop position control unit determines that the detection accuracy of the second stop line is high, the vehicle decelerates at a deceleration calculated based on the distance from the host vehicle to the second stop line. The vehicle control system according to claim 4, characterized in that.

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